1. 


[suatsii 


No.  2 


engineering  news  popular  library. 

PRICE,  26  CENTS. 


ENGINEER’S 


FIELD  BOOK. 


'''-■"-'mm  '■ 


ISTE'W  "STORKl; 

i886. 


I'liltiji  Eli  I ' 


MMM§i  is 


; 'JSift. 


No.  2  ENGINEERING  NEWS  POPULAR  LIBRARY. 

20  OE3]N'*X’S. 


EISTGINEEH^S 


FIELD  BOOK 


By  C.  S.  cross,  Civil  Engineer. 

SECOND  EDITION 


NEW  YORK. 


1885. 


JPkESS  OiT 

KNGINEERIN(4  WEWS  PUBLISHING  CO., 
12  TRIBUNE  BUILDING, 

NEW  YORK. 


CU*  I-'  'c^ 


RAILROAD  CURVES. 


The  following  tables  show  the  distance  from  the  point  of  inter¬ 
section  of  the  tangent  lines  to  the  beginning  of  a  one  degree  curve, 
the  angle  of  deflection  (=angle  at  centre)  being  known. 

In  the  columns,  under  the  head  of  degrees  and  opposite  the  min¬ 
utes,  are  given  the  distances  in  feet  from  the  intersection  of  tan¬ 
gents  to  the  beginning  of  one  degree  curve. 

To  ascertain  the  distance  for  any  given  degree  of  curve,  divide 
the  distance  given  in  the  tables  for  a  One  degree  curve,  by  the 
degrees  of  the  required  curve,  and  you  have  the  distance  from  the 
point  of  intersection  to  the  beginning  or  end  of  curve. 

EXAMPLE: 

Required  the  distance  from  the  i')oint  of  intersection  of  tangents 
to  the  beginning  of  a  Two  degrees  curve,  the  angle  of  deflection 
being  25°. 

In  the  tables  under  25°,  and  opposite  O',  And  1270.28  which  divided 
V  by  the  degrees  of  the  curve  (2°)  give  635.14  feet^  the  required  dis- 
C~^tance. 

r.  In  staking  the  centre  line  for  a  railroad  or  a  canal,  stakes  should 
be  driven  down  to  near  the  surface  of  the  ground,  at  the  intorsec- 
>  -tion  of  the  tangents,  and  at  the  different  stations  ;  and  nails  set  in 
— ,  indicating  the  centre  i)oint.  These  stakes  serve  also  for  leveling 
purposes  and  are  useful  in  detecting  errors  while  the  work  is  being 
'  relevelled  and  stakecl  out. 


I  189970 


6 


RAILROAD  CURVES. 


The  beginning  and  end  of  curves  should  have  reference  stakes 
set  at  right  angle  to  the  centre  line,  similarly  driven  and  marked, 
and  at  such  convenient  distance  from  the  centre  as  will  insure  them 
from  being  dis!)laced  in  making  excavations  and  embankments; 
and  at  all  the  above  named  points  another  stake  for  numbering, 
&c.,  should  be  firmly  driven  adjacent  to  them. 

The  radius  of  a  One  degree  curve  is  5730  feet.  The  circle  being 
divided  into  360  parts  of  one  degree  (equal  angle  of  defiection)  give 
360  chords  of  one  foot  in  length  at  the  circumference,  and  also  a 
radius  of  57.3  ft.  thus : 

360  114.6 

-  = - =  57.3 

3.1416  2 

The  chord  of  One  foot  in  length  for  1  degree  =  57.3  ft.  Radius. 

“  10  feet  “  “  =  573.0 

“  100  “  “  “  “  =  5730.0 

Or  the  radius  may  be  calculated  by  natural  sines,  thus : 

sin.  1° :  100  ft.  chord  :  :  sin.  89°  30'  :  5730  ft.  radius. 

To  determine  the  degree  of  curvature,  having  the  radius  given, 
divide  the  radius  of  a  One  degree  curve,  5730,  by  the  radius  of  the 
given  curve. 

EXAMPLE : 

Required  the  degree  of  a  curve  having  a  radius  Oi  lOOO  feet : 

f  730  _  5^3°  =  50  43/  43^^ 

To  determine  the  length  of  the  curve  having  the  angle  of  defiec¬ 
tion  given  ;  divide  the  angle  of  defiection  (=angle  at  centre)  by  the 
degrees  of  the  curve,  and  you  have  the  required  length  of  the  curve. 
If  there  are  degrees  and  minutes  in  the  angle  of  defiection,  the  min¬ 
utes  should  be  converted  into  decimals. 

EXAMPLE : 

The  angle  of  deflection  being  20°  49',  =0.816.  Then  20.816  is  the 

distance  for  a  One  degree  curve  ;  if  for  a  2  degrees  curve,  divide  this 
result  by  2 ;  for  a  3  degrees  curve,  divide  by  three,  and  so  on. 

The  angle  of  deflection  being  given,  the  following  results  are 
readily  determined ; 


RAILr.OAD  CURVES. 


Anerle 

of 

deflection 

Degree 

of 

'  curve 

20°  49' 

1° 

20°  49' 

2° 

20°  49' 

3° 

20°  49' 

4° 

20°  49' 

5° 

Deflection  ' 
per  1 

100  feet. 

Radi  ns 
of 

curve 

o 

o 

05 

O 

5730. 

1°  00' 

2865. 

1°  30' 

1910. 

2°  00' 

!  1432.5 

1 

2°  30'  i 

i  1146. 

I 


Dist.  from 
inter.^ec.  to 
beginning 
of  curve. 

Length 

of 

enrve. 

1052,49 

2081.6 

526.24 

1040.8 

350.83 

693.8 

263.12 

520.4 

210.50 

416.3 

To  ascertain  the  radius  of  a  curve,  having  the  angle  of  deflection, 
and  the  distance  from  intersection  to  beginning  of  curve  given. 
Find  the  distance  for  the  angle  of  deflection  in  the  tables,  which 
divided  by  5730.  gives  the  natural  tangent  of  half  the  angle. 

Then  divide  the  distance  from  intersection  to  beginning  of  curve 
by  the  natural  tangent  of  half  the  angle,  and  you  have  the  radius. 

EXAMPLE : 

Required  the  Radius  of  a  curve,  the  angle  of  deflection  being  20°, 
and  the  distance  from  intersection  of  tangents  to  beginning  of 
curve  225  feet. 

Under  20°  and  opposite  0'  in  the  tables,  find  1010.37,  which  divided 
by  5730  feet  gives  the  natural  tangent  0.17633.  Then  225  ft.  divided 
by  0.17633  gives  the  radius  1276  feet. 


Field  notes  for  a  One  Degree  curve. 
Bearing  of  1st  tangent . N.  20°  W. 


“  2d.  “  . N.  40°  W. 

Angle  of  deflection  by  needle . 20° 


“  “  “  graduated  card  .  .  .  20° 

The  angles  measured  with  the  card  are  the  most  reliable ;  but 
the  niiglos  by  the  needle  althoiigli  it  often  indicates  a  slight  differ- 


8 


RAILROAD  CURVES. 


enee,  serves  as  a  check  to  greater  errors  which  may  arise  in  reading 
the  degrees  on  the  graduated  limb  of  the  instrument. 

*  Station  No.  506.2000  Intersection  of  tangents. 

—  10.1037  from  intersection  to  beginning  of  curve. 


*  Station  No.  496.0963  point  at  which  curve  commences. 


20.0000  length  of  curve. 


*  Station  No.  516.0963  point  at  which  curve  terminates. 


DEFLECTION  FKOM  TANGENTS. 


Stations. 

Length  of 
chords 
in  feet. 

Deflection 

from 

tangent. 

1 

BEMAEKS. 

496.096 

te 

a  it 

*  Beginning  of  curve. 

497. 

90.37 

0°  27 

1°  to  left.  (Tang,  due  N.) 

498. 

100.00 

0^  57 

499. 

100.00 

1°  27 

500. 

100.00 

1°  57 

501. 

100.00 

2"  27 

502. 

100.00 

2'^  57 

*  Change  point. 

503. 

lOO.OO 

3=^  27 

504. 

100.00 

3°  57 

505. 

100.00 

4°  27 

506. 

100.00 

4°  57 

507. 

100.00 

5°  27 

508. 

100.00 

5°  57 

509. 

100.00 

G°  27 

*  Change  point. 

510. 

100.00 

6^  57 

511. 

100.00 

7"  27 

512. 

100.00 

7"  57 

513. 

100.00 

8=  27 

514. 

100.00 

8"  57 

515. 

100.00 

9"  27 

516. 

100.00 

9=  57 

516.0963 

9.63 

10^  00 

*  End  of  curve. 

(Tangent  N.  20°  W.) 

KAILKOAD  CUKVES. 


9 


FIELD  NOTES  FOR  A  TWO  DEGREES  CURVE. 


Bearing  of  1st  tangent .  N  10^  W. 

“  2d  .  N  30"  W. 

Angle  of  deflection  by  needle .  20° 

“  by  graduated  card .  20° 


Station...  506.200  intersection  of  tangents. 

—  5.052  from  do.  to  beginning  of  curve. 


Station. . . .  501.148  point  at  which  the  curve  commences, 
-h  10.000  length  of  the  curve. 


Station —  511.148  point  at  which  the  curve  terminates. 


DEFLECTION  FROM  TANGENTS. 


Stations. 

Lenfith  of 
chords  in 
feet. 

Deflection 
from  tangent. 

REMARKS. 

501.148 

5  J  ’5 

0^  00' 

*  Bej;innin^  of  curve  2°  to  left 

502. 

85.20 

0°  51 

(Tangent  N  10°  W.) 

503. 

100.00 

1°  51 

504. 

100.00 

2°  51 

505. 

100.00 

3°  51 

506. 

100.00 

4°  51 

•  507. 

100.00 

5°  51 

*  Change  poin-t. 

508. 

100.00 

6°  51 

509. 

100.00 

7°  51 

510. 

100.00 

8°  51 

511. 

100.00 

9°  51 

511.148 

14.80 

10°  00 

*  End  of  curve. 

(Tangent  N  30°  W.) 


10 


RAILKOAD  CURVES, 


In  curves  of  great  length,  the  instrument  should  be  moved  for¬ 
ward  in  about  every  five  or  six  hundred  feet  to  insure  accuracy, 
and  often  to  avoid  obstruction  in  line.  The  mode  of  proceeding  in 
such  cases  may  be  illustrated  with  the  defiections  of  the  2°  curve. 

The  instrument  in  the  first  i:>lace  is  set  at  station  501.148  and  the 
deflection  from  tangent  to  station  507  is  5°  51'.  Now  change  the 
position  of  the  instrument  to  station  507,  and  bring  the  cross  hairs 
to  bear  on  the  staff  at  station  501.148 ;  after  clamping  the  instru¬ 
ment  turn  with  the  vernier  as  a  test 


for  station  502, 

0^51' 

for 

“  503, 

U51' 

for 

“  504, 

2^51' 

for 

“  505, 

3%r 

and  for  the  tangential 

station  507^ 

5°51' 

If  the  stakes  are  found  to  be  correct,  continue  the  setting  of  the 
remaining  stakes  to  end  of  curve,  and  deflect  the  degrees  from  the 
beginning  of  curve  given  in  the  field  notes  opposite  the  respective 
stations. 

When  an  odd  number  of  minutes  are  to  be  turned  off  at  the 
commencement  and  for  each  successive  station,  the  inconvenience 
may  be  obviated  by  setting  the  vernier  the  number  of  minutes  for 
the  required  chord  in  an  opposite  direction  from  that  in  which  you 
would  turn  for  the  stations  in  the  curve ;  or  so  that  the  instrument 
when  set  in  line  with  the  tangent  and  clamped,  the  nonius  instead 
of  reading  0,  will  indicate  the  number  of  degrees  or  minutes  which 
would  be  deflected  to  strike  in  line  with  the  first  stake  to  be  set 
in  the  curve.  Then  the  remainder  of  the  stations  will  be  free  from 
the  odd  minutes  which  would  otherwise  be  turned  off  for  each 
successive  station. 

When  the  instrument  is  moved  forward  to  another  station,  the 
same  mode  maybe  adopted  with  reference  to  setting  the  nonius 
preparatory  to  bringing  the  cross  hairs  to  bear  on  the  staff  at  the 
beginning  of  curve. 

By  determining  the  tangents  at  the  various  points  in  the  curve 
over  which  the  instrument  may  be  set,  the  staking  of  the  curve 
may  be  j^rosecuted  with  less  liability  to  error. 


KAILROAD  CURVES. 


11 


At  the  end  of  curve  the  instrument  should  be  set  over  the  stake 
to  ascertain  if  the  tangent  produced  from  deflection  corresponds 
with  the  course  and  direction  of  the  tangential  line. 


Field  Notes  and  method  of  staking  a  3  °  Curve. 

Bearing  of  1st  tangent,  N.  20°  W. 

“  2d  “  N.  40°AV. 

Angle  of  deflection  by  needle  20°. 

“  “  by  graduated  card  20°. 

*  Station  .  .  506.180  intersection  of  tangents. 

—  3.368  from  do.  do.  to  beginning  of  curve. 

*  Station  .  .  502.812  point  at  which  the  curve  commences. 

-f  6.666  length  of  curve. 

*  Station  .  .  509.478  point  at  which  the  curve  terminates. 


The  notes  are  put  down  as  represented  in  this  diagram,  and 
numl)ei-ed  from  rigiit  to  left  when  curving  to  the  left,  and  from 
l''*ft  to  right  when  curving  to  the  right. 


12 


EAILEOAD  CURVES. 


FIELD  NOTES. 


No.  of 
Statiou 

Length 

of 

chords. 

Course  of 
tangents 
and  chords. 

f 

Deflect’n 

from 

tangent. 

EEMAKKS. 

502.812 

c(  ei 

N  20°  W 

0°  0' 

*  B.  C.  3°  to  left. 

503. 

18.8 

20°  17' 

0°  17' 

504. 

100 

22.  04 

1.  47 

505. 

100 

25.  04 

3.  17 

*  Change  point. 

500. 

100 

28.  04 

4.  47 

507. 

100 

!  31.  04 

6.  17 

508. 

100 

34.  04 

7.  47 

509. 

100 

i  37.  04 

9.  17 

509.478 

47.8 

29.  04 

10.  00 

*  E.  C. 

510. 

52.2 

N  4o°  00  W 

The  number  at  which  the  curve  ends  should  be  given  to  the 
chain  man  before  proceeding  to  measurement,  so  that  the  proper 
signal  may  be  made  by  him  on  arriving  at  the  station  next  preced- 
in;;  the  termination  of  the  curve. 

Then  set  the  instrument  over  the  point  of  curve  at  station  502.812 
and  deflect  from  the  tangent  line  for  station  503,  0-  17' 

“  504,  10  47' 

“  “  505,  30  17' 

and  so  on  to  the  ei.d  of  curve  as  per  column  of  deflection,  unless 
the  instrument  is  moved  forward.  If  it  is  necessary  to  move  the 
instrument,  then  set  it  over  another  stake  in  the  curve,  bring  the 
cross  hairs  to  bear  on  the  staff  at  the  beginning  of  curve  and 
clamp  the  instrument ;  then  turn  off  for  the  tangent  at  the  sta¬ 
tion  selected,  the  same  number  of  degrees  originally  turned  from 
tangent  at  beginning  of  curve  in  setting  the  stake,  and  l^  30'  addi¬ 
tional  for  each  successive  station  of  100  feet  as  you  advance ;  the 
angles  should  correspond  with  those  given  in  the  column  of  deflec¬ 
tions  set  opposite  the  respective  stations. 

It  frequently  occurs  that  the  instrument  has  to  be  changed  to 
points  intermediate  between  two  stations. 

If  in  a  five  degrees  curve,  for  instance,  it  is  necessary  to  change 
the  instrument  from  station  No.  0,  there  being  an  obstruction  in 


HAlLEOAD  CUEVES. 


13 


the  line  of  sight  between  station  0  and  station  No.  3.  and  nothing 
to  prevent  the  instrument  being  set  over  a  point  in  the  curve  30 
feet  distant  from  station  2;  the  deflections  would  be  made  as 
follows : 

Station  0  Deflection  =  0°  00  B.  C.  5°  E. 

“  1  “  2°  30, 

“  2  “  5°  00. 

“  2.30  “  5°  45.  *  Change  point. 

Then  move  the  instrument  forward,  and  set  it  over  station  2.30, 
and  bring  the  cross  hairs  to  bear  on  the  staff  at  the  beginning  of 
the  curve,  station  0;  then  turn  off  5°  45'  for  tangent  at  station 
2.30  and  1°  45'  for  70  feet  the  remainder  of  station  No.  3,  making 
in  all  for  station  No  3 — deflections  T  30' 

“  4  “  10°  00' 

“  5  “  15°  00'  E.  C. 

The  angles  for  parts  of  a  station  on  curves  may  be  readily  calcu¬ 
lated  and  the  angles  turned  off  in  such  maimer  as  will  keep  the 
stations  of  uniform  length  throughout  the  line. 

REVERSE  CURVES. 

These  may  be  put  in  according  to  the  formation  of  the  ground 
with  equal  radii,  or  not,  as  the  case  may  require.  In  the  latter 
case  the  degree  of  curve  may  be  assumed  and  the  curve  continued 
as  far  as  deemed  necessary;  and  the  tangent  is  then  produced  to 
the  intersection  and  measured — and  the  angle  of  deflection  de¬ 
termined.  These  give  the  data  from  which  the  radius  and  degree 
of  curve  are  determined.— /See  Pagea  6  and  7. 

In  the  former  case  select  a  point  in  one  of  the  tangents  and  turn 
from  tangent  such  angle  as  the  case  may  require,  and  measure  on 
this  line  the  distance  between  the  tangents.  Then  set  in  a  point 
one  half  of  this  distance  for  the  point  of  reversion,  from  which  botli 
curves  may  be  staked  out.— Pagea,  6  and.  7. 

If  you  wish  to  compound  a  curve  so  that  the  trains  will  pass  less 
abruptly  from  tangent  into  and  through  the  curve,  it  may  be 
done  in  the  following  manner : 


14 


RAILKOAD  GUEVES. 


We  will  assume  the  angle  of  deflection  to  be  40°;  in  the  tables 
under  40°  and  oi)posite  0'  find  2085.55,  the  distance  from  intersec¬ 
tion  of  tangents  to  beginning  of  a  one  degree  curve. 

If  you  wi  h  to  lay  out  a  compound  equivalent  to  a  curve  of  5° 
for  the  whole  angle,  divide  the  distance  found  (2085.55)  by  5,  de¬ 
gree  of  the  curve ;  and  you  have  the  point  of  beginning  417  ft.  from 
intersection  of  tangents.  You  will  then  decide  on  what  length  to 
substitute  the  less  degree  of  curve. 

If  a  3°  curve  is  decided  on,  and  the  distance  200  feet  at  each  end 
of  the  5°  curve,  then  deduct  3°  for  each  staiion  of  100  feet,  making 


EAILKOAD  CURVES, 


15 


12"^  from  the  total  angle  of  deflection,  (40^)  and  you  have  28°  to  be 
divided  equally  between  the  stations  of  the  intermediate  curve,  or 
=  7°,  the  required  degree  of  curve. 

FIELD  NOTES. 


No .  of 
Station. 

Course  of 
chords. 

Deflection 

BEMARKS. 

No  0. 

1 

N  1°  30'  W 

0°  00' 

1°  30' 

Beginning  of  curve, 

2 

4  30 

3  00 

End  of  curve,  3°,  B.  C.  7° 

3 

9  30 

3  30 

From  tangent. 

4 

16  30 

7  00 

) 

5 

28  30 

10  30 

6 

30  30 

14  00 

E.  C.  7°,  B.  C.  3°.  , 

7 

35  30 

1  30 

From  tangent. 

8 

38  30 

3  00 

E.  C.  3°. 

'Pangent,  N  40°  W. 

NATUKAL  TANGENTS. 

From  the  tables  may  also  be  determined  the  natural  tangent  for 
any  given  number  of  degrees  and  minutes  from  one  degree  to  45°, 
by  taking  the  distance  given  in  the  tables  for  twice  the  angle  of 
which  the  tangent  is  sought,  and  dividing  the  same  by  5730. 

f 

EXAMPLES  : 

1st.  Required  the  natural  tangent  of  30°.  Under  60°  (twice  the 
angle)  find  in  the  tables  3308.21  and  divide  the  same  by  5730,  and 
you  have  the  natural  tangent  for  30°  =  0.57735. 

2d.  Required  the  natural  tangent  for  an  angle  of  7°  28';  in  the 


16 


EAILROAD  CURVES. 


column  of  distances  under  14°  and  opposite  56'  (twice  the  angle)  find 
750.97,  which  divided  by  5730  give  the  natural  tangent  for  7°  28' 
equal  to  0.13106. 

MEASUBEMENT  WITH  GUNTER’S  CHAIN. 

AVhen  a  66  feet  chain  is  used  for  the  length  of  stations,  the  radius 
of  a  one  degree  curve,  5730  feet,  may  represent  57.30  chains  of  66 
feet,  and  the  distances  in  the  tables  applied  the  same  as  for  chains 
of  100  feet  in  length ;  but  the  radius  as  well  as  the  length  of  sta¬ 
tions  will  be  proportionally  less  than  for  .stations  of  100  feet  in 
length  by  3^4-  part. 

If  a  66  feet  chain  is  used,  the  distance  after  being  found  in  the 
tables,  may  be  divided  by  66,  and  the  stations  in  the  curve  reduced 
to  75.76  links  which  are  equal  to  50  feet,  one  half  the  length  of 
the  stations  generally  adopted  in  staking  the  center  line  of  rail¬ 
roads  ;  and  the  curve  staked  out  accordingly,  turning  off  one  half 
the  number  of  degrees  required  for  the  stations  of  100  feet  in 
length. 

The  degree  of  curvature  is  understood  to  express  the  number  of 
degrees  per  100  feet,  and  hence  the  convenience  of  making  the  sta¬ 
tions  of  such  length  as  will  give  a  definite  idea  of  the  degree  of 
curve  and  length  of  radius. 


The  folloiving  abbreviations  are  used  by  some  Engineers, 
P.  C.  For  Point  of  Curve,  or  Beginning  of  Curve. 


P.  T. 

P.  a  C. 


P.  P.  C,  “ 


“  Tangent,  or  End  of  Curve. 

“  Compound  Curve — or  end  of  one  curve  and 
beginning  of  another,  curving  in  the  same 
direction. 

“  Reverse  Curve,  or  point  where  the  direction 
of  the  curve  is  changed  from  right  to  left, 
or  vice  versa. 


P.  J, 


Intersection  of  Tangents, 


# 


\ 

t 


CONTENTS. 


I. 

Method  of  Staking  out  Rail  Road  Curves,  and  keeping  Field  Notes 

II. 

Rail  Road  Curve  Tables,  for  expeditiously  determining  the  points 
at  which  to  commence  the  Curving. 

III. 

Application  of  the  Prismoidal  formula  in  determining  the  correct 
quantities  of  Excavation  and  Embankment  of  Canals  and  Rail 
Roads  from  cross  section  notes. 

IV. 

Excavation  and  Embankment  Tables,  for  expeditiously  determin¬ 
ing  the  cubic  yards  from  the  mean  area. 

V. 

Instructions  to  Division  and  Assistant  Engineers  relative  to  Field 
Notes  on  Surveys  for  the  South  Penna.  R.  R.  Co. 

VI. 

Engineering  Field  Work.  By  the  late  Prof.  Chas.  A.  Smith  of  Wash¬ 
ington  University,  St.  Louis,  Mo, 


RAILROAD  CURVE  TABLE. 


The  following  Table  shows  the  distance  from  the  point  of  inter¬ 
section  of  the  Tangent  lines  to  the  beginning  of  one  degree  curves, 
for  each  30  feet,  the  angle  of  deflection  ( =  angle  at  centre )  being 
known. 

I.  =  The  given  angle  of  deflection. 

II.  =  The  sought  for  distance. 

III.  =  Difference  for  intermediate  angles. 


30 


RAILROAD  CURVE 

TABLE. 

I 

II 

III 

I 

II 

Ill 

I  1  II 

III 

0° 

0 

25.00 

25.0  ' 

30’ 

30' 

1562.17 

26.8 

60’ 

30' 

3341.62 

33.4 

1 

50.02 

25,0 

31 

1589.04 

26.9 

61 

3375.20 

33.6 

1 

30 

75.01 

25.0 

31 

30 

1616.03 

27.0 

61 

30 

3408.95 

33.8 

2 

99.99 

25.0 

32 

1643.08 

27.0 

62 

3442.93 

34.0 

2 

30 

125.03 

25.0 

32 

30 

1670.12 

27.0 

62 

30 

3477.02 

34.1 

3 

150.07 

25.0 

33 

1697.28 

27.2 

63 

3511.34 

34  3 

3 

30 

175.05 

25.0 

33 

30 

1724.56 

27.3 

63 

30 

3545.78 

34.4 

4 

200.09 

25.0 

34 

1751.83 

27.3 

64 

3580.45 

34.7 

4 

30 

225.13 

25.0 

34 

30 

1779.22 

27.4 

61 

30 

3615.34 

34.9 

5 

250.17 

25.0 

35 

1806.67 

27.4 

65 

3650.41 

35.1 

5 

30 

275.21 

25.0 

35 

30 

1834.17 

27.5 

65 

30 

3685  65 

35.2 

6 

300.30 

25.0 

36 

1861.79 

27.6 

66 

3721.06 

35.4 

6 

30 

325.35 

25.0 

36 

30 

1889.47 

27.7 

66 

30 

3756.70 

35  6 

7 

350.44 

25.1 

37 

1917.26 

27.8 

67 

3792.57 

35  9 

7 

30 

375.54 

25.1 

37 

30 

1945.05 

27.8 

67 

30 

3828.61 

36.0 

8 

400.70 

25.1 

38 

1973.01 

27.9 

68 

3364.88 

36.3 

8 

30 

425.79 

25.1 

38 

30 

2001.03 

28.0 

68 

30 

3901.38 

36.5 

9 

450.95 

25.1 

39 

2029.11 

28.1 

69 

3938  11 

36.7 

9 

30 

476.10 

25.1 

39 

30 

2057.30 

28.2 

69 

30 

3975.01 

36.9 

10 

501.32 

25.2 

40 

2085.55 

28.3 

7  ) 

4012.15 

37.1 

10 

30 

526.53 

25.2 

40 

30 

2113.91 

28.4 

70 

30 

4019.56 

37.4 

11 

551.74 

25.2 

41 

2142.33 

28.4 

71 

4087.15 

37.6 

11 

30 

576.95 

25.2 

41 

30 

2170.92 

28.6 

71 

30 

4124.97 

37.8 

12 

602.22 

25.3 

42 

2199.52 

28.6 

72 

4163.07 

3-t.l 

12 

30 

627.55 

25.3 

42 

30 

2228.28 

28.8 

72 

30 

4201.41 

38.3 

13 

652.87 

25.3 

43 

2257.10 

28.8 

73 

4239.97 

38.6 

13 

30 

678.20 

25.3 

43 

30 

2286.04 

28.9 

73 

30 

4278  76 

38.8 

14 

703.53 

25.3 

44 

2315.09 

29.0 

74 

4317.84 

38.9 

14 

30 

728.97 

25.4 

44 

30 

2344.20 

29.1 

74 

30 

4357.15 

39  3 

15 

754.35 

25.4 

45 

2373.42 

29.2 

75 

4396.74 

39  6 

15 

30 

779.79 

25.4 

45 

30 

2402.76 

29.3 

75 

30 

44.36.62 

39.9 

16 

805.29 

25.5 

46 

2432.21 

29.4 

76 

4476.73 

40.1 

16 

30 

830.79 

25.5 

46 

30 

2461.78 

29.6 

76 

30 

4.517.13 

40  4 

17 

856.35 

25.5 

47 

2491.46 

29.7 

77 

4557.81 

40.7 

17 

30 

881.90 

25.5 

47 

30 

2521.26 

29.8 

77 

30 

4.598.78 

41.0 

18 

907.52 

25.6 

48 

2551.11 

29.8 

78 

4640.04 

41.3 

18 

30 

933.18 

25.6 

48 

30 

2581.13 

30.0 

78 

30 

4681.58 

41.5 

19 

958.86 

25.7 

49 

2611.27 

30.1 

79 

4723.41 

41  8 

19 

30 

984.58 

25.7 

49 

30 

2641.53 

30.3 

79 

30 

4765.58 

42.2 

LO 

1010.37 

25.8 

50 

2671.90 

30.4 

80 

4808.04 

42.5 

20 

30 

1036.15 

25.8 

50 

30 

2702.44 

30.5 

80 

30 

4850.79 

42.7 

21 

1062.00 

25.8 

51 

2733.04 

30.6 

81 

4893.88 

43.1 

21 

30 

1089.90 

25.9 

51 

30 

2763.81 

30.8 

81 

30 

4937.25 

43.3 

22 

1113.80 

25.9 

52 

2794.69 

30.9 

82 

4980.97 

43.7 ; 

22 

30 

1139.75 

25.9 

52 

30 

2825.69 

31.0 

82 

30 

5025.04 

44.1 

23 

1165.76 

26.0 

53 

2856.86 

31.2 

83 

5069.44 

44.4 

23 

30 

1191.84 

26.1 

53 

30 

2888.15 

31.3 

83 

30 

5114.20 

44.8 

24 

1217.96 

26.1 

54 

2919.55 

31.4 

84 

51.59.29 

45.1 

24 

30 

1244.10 

26.1 

54 

30 

2951.12 

31.6 

84 

30 

5204.73 

45.4 

25 

1270.28 

26.2 

55 

2982.81 

.31.7 

85 

.5250.57 

45.8 

25 

30 

1296.58 

26.3 

55 

30 

3014.67 

31.9 

85 

30 

.5296.75 

46.2 

26 

1322.88 

26.3 

56 

3046.64 

.32.0 

86 

5343.28 

46.5 

26 

30 

1349.24 

26.4 

56 

30 

3078.79 

32.2 

86 

30 

5390.21 

46.9 

27 

1375.65 

26.4 

57 

3111.10 

32.3 

87 

5437.54 

47.3 

27 

30 

1402.10 

26.4 

57 

30 

3143.53 

32.4 

87 

30 

5485.27 

47.7  1 

28 

1428.65 

26.5 

58 

3176.14 

32.6 

88 

5533.35 

48.1  , 

28 

30 

1455.25 

26.6 

58 

30 

3208.91 

32.8 

88 

30 

5581.88 

48.5 

29 

1481.89 

26  6 

59 

3241.86 

32.9 

89 

5630.81 

48.9 

29 

30 

1508.59 

26.7 

59 

30 

3274.92 

33.1 

89 

30 

5680.20 

49.4 

30 

1535.30 

26.7 

60 

3308.21 

33.3 

90 

5730.00 

49.8 

HAILROAD  CURVES 


THE  FOLLOWING  TABLE  SHOWS  THE  METHOD  OF 

KEEPINC  THE  FIELD  NOTES 

OF  A  SURVEY,  FROM  WHICH  THE  CENTER  LINE  IS  LAID  ON  THE  MAP 


From 

sta¬ 

tion. 

To 

sta¬ 

tion. 

Length 
of  tan¬ 
gents  in 
feet. 

Length  of 
curves  in 
feet 

Angle  at  in¬ 
tersection 
of  tangents 
or  angle  at 
centre. 

Course  of 
tangent, 
and 
degree 
and  direc¬ 
tion  of  i 
curves. 

Radius 

of 

curves 
in  feet. 

No.  of 
ft.  from 
intersec¬ 
tion  of 
tangents 
to  bcgng. 
of  curve. 

1 

Tangent 

7°  24' 

S  19°  21'  E 

0. 

2. 

200. 

3°  42'  L 

1548.65 

100.14 

2. 

26. 

26. 

43.556 

1755.60 

2400. 

24=’  00' 

Tangent 
36°  15' 

Tangent 

1°  00'  K 
S  2°  45'  E 

5730. 

1217.96 

43.556 

61.681 

61.681 

93.650 

3196.90 

1812.5 

2°  00'  R 
S  33°  30'  W 

2865. 

937.82 

93.650 
102  517 

102.517 

143.90 

4138.30 

886.7 

13°  18' 

Tangent 
23°  44' 

Tangent 
21°  44' 

Tangent 
13°  02' 

Tangent 
11°  46' 

Tangent 
23°  54' 

Tangent 

1°  30'  L 
S  20°  12' W 

3820. 

445.37 

143.90 

155.766 

155.766 

170.43 

1466.40 

1186.66 

2°  00'  L 
S  3°  32'  E 

2865. 

602.02 

170.43 

181.296 

181.296 

184.506 

321.00 

1086.66 

2°  00'  R 
S  18°  12'  W 

2865. 

550.00 

184.506 

193.195 

193.195 

213.064 

1986.9 

868.89 

1°  30'  R 
S  31°  14'  W 

3820. 

436-37 

213.064 

220.908 

220.908 

230.546 

963.8 

784.44 

1°  30'  L 
S  19°  28'  W 

3820. 

393.61 

230.546 

242.496 

242.496 

252.356 

986  00 

1195.00 

2°  00'  R 
S  43°  22'  W 

2865. 

606.37 

252.356 

263.756 

263.756 

266.02 

226.40 

1140.00 

17°  06' 

Tangent 

1°  30'  L 

S  26°  16' W 

3820. 

574.30 

266.02 

268.02 

200.00 

3° 

1°  30'  L 

3820. 

100.05 

268.02 

277.21 

918.89 

27°  34' 

3°  L 

1910. 

468.55 

277.21 

279.21 

279.21 

289.011 

980.1 

200.00 

3°  00' 

Tangent 

1°  30'  L 
S  7°  18'  E 

3820. 

100.05 

289.011 

291.011 

200.00 

3°  00' 

1°  30'  R 

3820. 

100.05 

291.011 

301.422 

1041.10 

31°  14' 

3°  00'  R 

1910. 

53!. 88 

301.422 

303.00 

303.00 

321.00 

1800. 

157.8(. 

2°  22' 
Tangent 

1°  30'  R 
S  29°  18'  W 

3820. 

78.90 

321.00 

334. 

334.00 

3.38.71 

471.00 

1300. 

26° 

Tongent 

<>0  T 

S  3°  18' W 

2865. 

661.41 

338.71 

347.15 

347.15 

364.00 

1685.00 

814.16 

16°  53' 

Tangent 

2°  00'  R 
S  20°  11' W 

2865. 

425.19 

.364. 

376.633 

376.633 

389.53 

389.70 

1263.33 

37°  54' 

Tangent 

3°  U. 

S  58°  05'  W 

1910. 

6.55.80 

380.53 

392.38 

.392.38 
402. 92 

1054.00 

1185. 

23°  42' 

Tangent 

2°  R 

S  81°  47' W 

2865. 

601.14 

402.92 

404.92 

200. 

3°  00' 

1°  30'  L 

3820. 

100.05 

404.92 

418.198 

418.198 

420.198 

200. 

1327.77 

39°  50’ 

'rangent 

1  3°  00'  L 

'  S  38°  57'  W 

1910. 

632.04 

420.198 

441.002 

2080.41 

83°  13' 

4°  L 

1432. 

1272.21 

441.002 

442.582 

442.582 

449. 

641.8 

22.262.90 

158. 

22.637.31 

4°  00' 

Tangent 

2°  32'  Ti 
S  48°  16'  E 

2261.87 

79.99 

32  EXCAVATION  AND  EMBANKMENT. 

APPLICATION  OF  THE  PKISMOIDAL  FOKMULA 

IN  DETERMINING  THE  QUANTITIES  OF  RAILROADS  AND  CANAL  EXCAVA¬ 
TIONS  AND  EMBANKMENTS. 


In  order  to  obtain  the  mean  area  from  transverse  sections,  con¬ 
struct  from  the  average  cuttings  and  average  horizontal  distances 
of  the  slopes  of  the  end  section,  a  middle  section  ;  and  add  to  four 
times  the  area  of  this  section  the  area  of  the  end  sections,  and  take 
one-sixth  of  the  product  for  the  mean  area. 

The  following  diagrams  show  most  of  the  figures  which  occur  in 
taking  cross  sections  of  railroads,  and  serve  to  illustrate  the  ap¬ 
plication  of  the  formula.  In  j:)ractice,  however,  intermediate  sec¬ 
tions  would  be  taken  between  station  0  and  station  1,  and  at  such 
other  points  as  any  sudden  or  material  change  in  the  surface 
would  seem  to  require. 

The  cuttings  and  horizontal  distances  from  the  centre  to  the  ter¬ 
mination  of  the  slopes,  are  set  down  in  tabular  form.  The  not(‘S  of 
the  middle  section  may  at  convenience  be  interlined  in  the  space 
between  the  notes  of  the  end  sections.  From  this  form  the  factors 
for  the  areas  are  made  without  resorting  to  diagrams.— 34. 

*It  will  be  seen  by  inspecting  the  diagrams  that  the  embankment 
between  stations  3  and  4  assumes  the  shape  of  a  pyramid,  and  hence 
one-third  of  the  area  of  the  embankment  set  opposite  station  4, 
should  be  multiplied  by  the  distance  between  stations  3  and  4  to 
obtain  the  quantity.  Between  stations  4  and  5  the  excavation  as¬ 
sumes  the  same  form,  and  should  also  be  calculated  as  a  pyramid  ; 
or  construct  the  middle  section  as  before  described,  and  calculate 
the  distance  from  the  centre  to  the  point  w*here  the  surface  and  the 
grade  intersect ;  and  make  out  the  factors  accordingly. 

Having  obtained  the  mean  areas,  proceed  as  hereinafter  des¬ 
cribed  to  ascertain  the  cubic  yards. 


EXCAVATION  AND  EMBANKMENT. 


33 


o. 


OC! 


1 

1 

1 

1 

1 

1 

V^.  1 

1 

1 

1 

j 

»  > 

1 

X  I 

i 

1 

1 

X  1 

1 

1 

1 

•  * 

X  j 

1 

1 

- a- — 

Xl 

FIELD  NOTES  FOK  TRANSVERSE  SECTIONS. 


34 


1U8UI 

jo 

spa^A  oiqn^ 

I 

i 

58.62 

224.48 

585.18 

414.81 

•UOT^ 

-■BAUOXg  JO 
sp-TBA  oiqriQ 

CO  CD  ThI  o  O 

CO  01  tH  CD 

CO*  !>-’  00  CD* 

CO  QO  OS  CO 

00  CO  tH 

•JU9UI 

-ijjnuqiug; 

JO  'B9J[B  nB9I\[ 

j 

i 

I 

15.83 

60.61 

158.0 

112.0 

•noijBABOxg; 
JO  BOJtB  HBO J\[ 

225. 

374.75 

134.5 

* 

39.60 

8.75 

•jnoni^juuq 
-rag;  jo  Boay 

lO 

iO  00  _ 

OS  CO*  CD*  O 

lO  1D>  ID)  O 

rH  tH 

'UOT^'BAl^O 

-x^  jo  i?oay 

(M  tH 

_  IC  CD  CO 

OOOOSOlTHOOodcD 
OlOCDCMCOlOCOOl 
(M  to  CO  O'!  »-l 

-JO-1-95IBJS 
odois  iqSig; 

•  •  •  •  LT^  lO 

^  O  O  to  o  •  .  .  •  .  .  •  . 

^THG<^r-^T-^00CDlO)O^(?^OTH00'rt^O 

1  1  1  1  1  1  1  1  1  III 

•jojnoo  mojj 
oouBjsia; 

to  to 
to  _  _  CMtOC'* 

O  to  O  <M*  to  CM*  OS  00  CO*  O*  CD  (M*  CD  O* 

tH  OQ  03  OI  tH  tH  tH  t— I  O^  rH  t— 1 

-jo-l-  ojSny 

.D  „•  to  to 

•  CO  •••••• 

OOOrHr-IOOCD'<^CO  TjH  00  O 

-ao-f  aojuoo 

lO  to 

O  CD*  OS*  '^*  CM*  I-I  O  1-4  oi  to  00  '^*  O 

+++++++ 1  Mill 

-TO+  ojSuy 

O  to*  1^  00  CD*  CO  O  CM*  to  to*  CO*  t>  00  Tj?  o 

•aoja90  Txrojj 
oonBjsiQ; 

to  to 

to  ^  . 

o  CO  ci  OS  t4  CO*  O*  -dJH*  OS*  OS*  OS*  O*  CM  CD  O 

1-H  t-H  (M  1-H  1— I  1-H  1-H  1— H  1—1  1-H  1—1  OQ  1-H  1-H 

-JO-f  05[BJS 

odojs  jjog 

to  to 

O'^00CDti0CM*OC0CDCDCDtj-00i|5o 

•J90J  ur 
eoouBjsiQ 

1 

0  ' 

100 

100 

100 

100 

100 

100 

100 

’SUOTJBJg 

0 

M.  S. 

1 

M.  S. 

2 

M.  S. 

3 

M.  S. 

4 

M.  S. 

5 

M.  S. 

6 

M.  S. 

7 

EXCAVATION  AND  EMBANKMENT 


35 


in^CTOEiS- 

EXCAVATION. 

STATION  0.  AREAS. 

0.  ^ - 0. - 0.  =  000. 

MIDDLE  SECTION. 


16.  X  5.  =  80. 

20.  X  6.  =120. 

25.  X  8.  =200. 


400.^2.=200. 
STATION  1. 

22.  X  10.  =220. 

20.  X  12.  =240. 

40.  X  16.  =640. 


1100.-^2.=550. 

MIDDLE  SECTION. 

19.75  X  8.  =158. 

9.50  X  20.  =190. 

32.50  X  12.  =390. 


738.-^2.=369. 
STATION  2. 

17.50  X  6.  =105. 

20.  X  7.  =140. 

25.  X  .  8.  =200. 


445.-f-2.=222.5. 

MIDDLE  SECTION. 

13.75  X  3.  =  41.25 
20.  X  4.5=  90. 

22.  X  6.  =132. 


263.25.  ^2.=131.62. 
STATION  3. 

20.  X  2.  =  40. 

19.  X  4.  =  76. 


116. -^2.=  58. 

MIDDLE  SECTION. 

12.8  X  1.  =  12.80 
18.25  X  3.5=  63.88 


76.68. -h2.r:  38.34. 
STATION  4. 

17.5  X  3.  =  52.5  -^2.=  26.25. 
STATION  5. 


EMBANKMENT. 

STATION  4.  AREAS. 

19.  X  5.  =  95.-r-2.=  47.5. 

MIDDLE  SECTION. 

19.  X  5.5=104.5 

15.  X  1.  =  15. 

119.5-^2.=  59.75. 
STATION  5. 

19.  X  6.  =114. 

20.  X  2.  =  40. 

154.-1-2.=  77. 

MIDDLE  SECTION. 

20.5  X  7.  =143.5 

20.  X  5.  =100. 

16.  X  4.  =  64. 

307.5-^2.=153.75. 

STATION  6. 

22.  X  8.  =176. 

20.  X  8.  =160. 

22.  X  8.  =176. 

512.-^2.=256. 

MIDDLE  SECTION. 


16. 

X 

4.  =  64. 

20. 

X 

4.  =  80. 

16. 

X 

4.  =  64. 

208.^-2=104. 
STATION  7. 


•0. 


0.- 


0 


0, 


36 


EXCAVATION  AND  EMBANKMENT. 


The  cubic  yards  between  station  0  and  station  1  according  to 
the  method  of  adding  the  end  areas  and  taking  one-half  for  the 


mean  area 

- 

• 

•  = 

1018.51  c. 

yds, 

By  2d  (or  Prismoidal  method)= 

833.33 

44 

“  1st  method  between 

station  1  and  2  = 

1430.55 

44 

“  2d 

a 

«4 

1  and  2 

1387.96 

44 

“  1st 

(6 

6i 

6e 

2  and  3 

519.44 

<4 

“2d 

cc 

6t 

6C 

2  and  3 

498.14 

44 

“  1st 

iC 

44 

3  and  4 

156.01 

t* 

“  2d 

44 

3  and  4 

146.66 

44 

“  1st 

(( 

ii 

44 

4  and  5 

48.59 

44 

“2d 

i( 

44 

4  and  5 

32.40 

4« 

Error  on  500  lineal  feet  of  excavation 


i 

\ 


i  185.18 
42.59 


21.30 


9.35 


16.19 
=274.61 


i 


There  are  other  methods  which  approximate  nearer  than  the 
averaging  method.  For  instance,  taking  ^ths  of  the  difference 
between  the  end  areas,  (or  tne  difference  0X0.46)  and  adding  it  to 
the  lesser  end  area  for  the  mean. 

This  method  approximates  nearer  the  true  quantity.  The  prin¬ 
cipal  discrepancy  occurs  where  the  embankment  assumes  the 
wedge  or  pryamidal  form. — 


By 

3d 

method 

between  station  0  and  1 

937.03 

i 

cubic  yards. 

44 

2d 

44 

(or  Prismoidal) 

0  and  1 

833.. 33 

f 

+ 

103.70 

4  4 

3d 

44 

between  station  1  and  2 

1382.03 

i 

5.93 

44 

2d 

C4 

((  it 

1  and  2 

1387.96 

r 

44 

3d 

4  • 

<(  (( 

2  and  3 

495.08 

1 

3.06 

4^ 

2d 

44 

((  (( 

2  and  3 

498.14 

f 

44 

3d 

44 

((  «( 

3  and  4 

151.31 

4.65 

44 

2d 

44 

((  (( 

3  and  4 

146.66 

44 

3d 

44 

((  <( 

4  and  5 

44.72 

1 

+ 

12.32 

44 

2d 

44 

((  (( 

4  and  5 

32.40 

f 

Error  on  500  lineal  feet  of  excavation 

- 

102.38 

Another  method  is  to  multiply  h  of  the  distance  between  trans¬ 
verse  sections,  by  the  sum  of  the  end  areas,  added  to  four  times 
half  their  sum  ;  and  dividing  by  27  for  the  cubic  yards. 


The  results  are  the  same  as  by  the  first  method  except  between 
stations  0  and  1, 


EXCAVATION  AND  EMBANKMENT. 


37 


EXPLANATION  OF  THE  FOLLOWING  TABLES. 

The  tables  are  calculated  for  a  distance  of  100  feet  between  trans¬ 
verse  sections. 

In  the  left  hand  column  are  given  the  areas  in  feet.  To  obtain  the 
cubic  yards  for  areas,  without  decimals,  look  in  the  second 
column  under  the  head  of  0,  and  opposite  the  given  area,  find  the 
cubic  yards. 

Example. — Required  the  number  of  cubic  yards  for  an  area  of 
190  feet.  In  the  second  column,  under  the  head  of  0,  and  opposite 
190  in  the  first  column,  find  703.70  cubic  yards. 

To  obtain  the  cubic  yards  for  a  less  distance  than  100  feet,  multi¬ 
ply  the  cubic  yards  found  in  the  tables  by  the  given  distance,  and 
point  off  the  fractional  parts  of  100  feet. 

If  the  area  has  decimal  parts,  pass  the  eye  to  the  right,  opposite 
the  area  of  the  whole  number,  and  under  the  head  of  such  decimal 
will  be  found  the  number  of  yards. 

Example. — Required  the  cubic  yards  for  an  area  of  105.4  feet.  In 
the  sixth  column,  under  the  head  of  40,  and  opposite  105  in  the  first 
column,  are  given  390.37  cubic  yards. 

If  the  yards  for  an  area  greater  than  354.90,  and  not  exceeding 
3549  feet,  are  required,  the  decimal  point  of  the  area  given  in  the 
tables,  and  that  of  the  cubic  yards,  being  removed  one  figure  to  the 
right,  will  give  the  required  yards.  If  there  are  decimal  iiarts,  add 
the  cubic  yards  found  opposite  0  in  the  first  column,  under  the 
head  of  such  decimal. 

Example.— Required  the  cubic  yards  for  an  area  of  1975  feet ;  re¬ 
move  the  decimal  point  one  figure  to  the  left,  and  find  the  yards  for 
an  area  of  197.5  feet  =  731.48,  then  remove  the  decimal  point  one 
figure  to  the  right  and  you  have  7314.8  cubic  yards.  If  there  is  a 
decimal,  add  the  cubic  yards  found  for  such  decimal. 

Or,  to  obtain  the  cubic  yards  for  an  area  exceeding  3549  feet,  take 
one  half  of  the  area,  and  seek  the  corresponding  yards  in  tables 
and  multii)ly  the  same  by  2. 


38 


EXCAVATION  AND  EMBANKMENT  TABLES. 


lo.oo 

0.10 

0.20 

0.30 

0.40 

1  0.50 

0.60 

I  0.70 

0.80 

0.90 

0 

0.00 

0.37 

0.74 

1.11 

1.48 

1.85 

2.22 

2.59 

2.96 

3.33 

1 

3.70 

4.07 

4.45 

4.81 

5.19 

5.56 

5.93 

6.30 

6.67 

7.04 

2 

7.41 

7.78 

8.15 

8.52 

8.89 

9.26 

9.63 

10.00 

10.37 

10.74 

3 

11.11 

11.48 

11-85 

12.22 

12.59 

12.96 

13.33 

13.70 

14.07 

14.44 

4 

14.82 

15.19 

15.56 

15.93 

16.30 

16.67 

17.04 

17.41 

17.78 

18.15 

6 

18.52 

18.89 

19.26 

19.63 

20.00 

20.37 

20.74 

21.11 

21.48 

21.85 

6 

22.22 

22.59 

22.96 

23.33 

23.70 

24.07 

24.44 

24.82 

25.19 

25.56 

7 

25.93 

26.30 

26.67 

27.04 

27.41 

27.78 

28.15 

28,52 

28.89 

29.26 

8 

29,63 

30.00 

30.37 

30.74 

31.11 

31.48 

31.85 

32.22 

32.59 

32.96 

9 

33.33 

33.70 

34.07 

34.44 

34.82 

35.19 

35.56 

35.93 

36.30 

36.67 

10 

37.04 

37.41 

37.78 

38.15 

38.52 

38.89 

39.26 

39.63 

40.00 

40.37 

11 

40  74 

41.11 

41.48 

41.85 

42.22 

42.59 

42.96 

43.33 

43.70 

44.07 

12 

44.44 

44.82 

45.19 

45.56 

45.93 

46.30 

46.67 

47.04 

47.41 

47.78 

13 

48.15 

48.52 

48.89 

49.26 

49.63 

50.00 

50.37 

50.74 

51.11 

51.48 

14 

51  85 

52.22 

52.59 

52.96 

53.33 

53.70 

54.07 

54.44 

54.82 

55.19 

15 

55.56 

55.93 

56.30 

56.67 

57.04 

57.41 

57.78 

68.15 

58.52 

58.89 

16 

59.26 

59.63 

60.00 

60.37 

60.74 

61.11 

61.48 

61.85 

62.22 

62.59 

17 

62.96 

63.33 

63.70 

64.07 

64.44 

64.82 

65.19 

65.56 

65.93 

66.30 

18 

66.67 

67.04 

67.41 

67.78 

68.15 

68.52 

68.89 

69.26 

69.63 

70.00 

19 

70.37 

70.74 

71.11 

71.48 

71.85 

72.22 

72.59 

72.96 

73.33 

73  70 

20 

74.07 

74.44 

74.82 

75.19 

75.56 

75.93 

76.30 

76.67 

77.04 

77.41 

21 

77,78 

78.15 

78.52 

78.89 

79.26 

79.63 

80.00 

80.37 

80.74 

81.11 

22 

81.48 

81.85 

82.22 

82.59 

82.96 

83.33 

83.70 

84.07 

84.44 

84.82 

23 

85.19 

85.56 

85.93 

86.30 

86.67 

87.04 

87.41 

87.78 

88.15 

88.52 

24 

88.89 

89.26 

89  63 

90.00 

90.37 

90.74 

91.11 

91.48 

91.85 

92.22 

25 

92.59 

92.96 

93.33 

93.70 

94.07 

94.44 

94.82 

9.5.19 

95.56 

96.93 

26 

96.30 

96.67 

97.04 

97.41 

97.78 

98.15 

98.52 

98.89 

99.26 

99  63 

27 

100.00 

100.37 

100.74 

101.11 

101.48 

101.85 

102.22 

102.59 

102.96 

103.33 

28 

103.70 

104.07 

104.44 

104.82 

105.19 

105.56 

105.93 

106.30 

106.67 

107.04 

29 

107.41 

107.78 

108.15 

108.52 

108.89 

109.26 

109.63 

110.00 

110.37 

110.74 

30 

111.11 

111.48 

111.85 

112-22 

112.59 

112.96 

113.33 

113.70 

114.07 

114.44 

31 

114.81 

115.18 

115.56 

115-92 

116.29 

116.67 

117.03 

117.40 

117.77 

118.15 

32 

118.52 

118.89 

119.26 

119-63 

120.00 

120.37 

120.74 

121.11 

121.48 

121.85 

33 

122.22 

122.59 

122.96 

123-33 

123.70 

124.07 

124.44 

124.81 

125.18 

125.55 

34 

125.92 

126.30 

126.66 

127-03 

127.40 

127.77 

128.14 

128.51 

128.88 

129.26 

35 

129.63 

130.00 

130.37 

130-74 

131.11 

131.48 

131.85 

132.22 

132-59 

132.96 

36 

133.33 

133.70 

134.07 

134-44 

134.81 

135.18 

135.55 

135.92 

136.29 

136.67 

37 

137.04 

137.41 

137.78 

138-15 

138.52 

138.89 

139.26 

139.63 

140.00 

140.37 

38 

140.74 

141.11 

141.48 

141-85 

142.22 

142.59 

142.96 

143.33 

143.70 

144.07 

39 

144.44 

144.81 

145.18 

145-55 

145.92 

146.29 

146.66 

147.03 

147.40 

147.78 

40 

148.15 

148.52 

148.89 

149-26 

149.63 

150.00 

150.37 

150.74 

151.11 

151.48 

41 

151.85 

152.22 

152.59 

152-96 

153.33 

153.70 

154.07 

154.44 

154.81 

155.18 

42 

155.55 

155.92 

156.29 

156-66 

157.03 

157.40 

157.77 

158.14 

158.51 

158.89 

43 

159.26 

159.63 

160,00 

160-37 

160.74 

161.11 

161.48 

161.85 

162.22 

162.59 

44 

162.96 

163.33 

163.70 

164-07 

164.44 

164.81 

165.18 

165.55 

165.92 

166.30 

45 

166.67 

167  04 

167.41 

167-78 

168.15 

168.52 

168.89 

169.26 

169.63 

170.00 

46 

170.37 

170.74 

171.11 

171-48 

171.85 

172.22 

172.59 

172.96 

173.33 

173.70 

47 

174.07 

174.44 

174.81 

175-18 

175.55 

175.92 

176.29 

176.66 

177.03 

177.41 

48 

177.78 

178.15 

178.52 

178-89 

179.26 

179.63 

180.00 

180.37 

180.74 

181.11 

49 

181.48 

181.85 

182.22 

182-59 

182.96 

183.33 

183.70 

184.07 

184.44 

184.81 

50 

185.18 

185.55 

185  92 

186-29 

186.66 

187.03 

187.40 

187.77 

188.14 

188.52 

51 

188.89 

189.26 

189.63 

190-00 

190.37 

190.74 

191.11 

191.48 

191.85 

192.22 

52 

192.59 

192.96 

193.33 

193-70 

194.07 

194.44 

194.81 

195.18 

195.55 

196.93 

53 

196.30 

196.67 

197.04 

197-41 

197-78 

198.15 

198.52 

198.89 

199.26 

199  63 

54 

200.00 

200.37 

200.74 

201-11 

201-48 

201.85 

202.22 

202.59 

202.96 

203.33 

55 

203.70 

204.07 

204.44 

204.81 

205.18 

205.55 

205.92 

206.29 

206.66 

207.03 

56 

207.41 

207.78 

208.15 

208.52 

208.89 

209.26 

209.63 

210.00 

210.37 

210.74 

57 

211.11 

211.48 

211.85 

212.22 

212-59 

212.96 

213.33 

213.70 

214.07 

214.44 

58 

214.81 

215.18 

215.55 

215.92 

216-29 

216,66 

217.03 

217.40 

217,77 

218.15 

59 

218.52 

1  218.89 

219.26 

219.63 

220.00 

1  220.37 

220.74 

221.11 

221.48 

221.85 

39 


EXCAVATION  AND  EMBANKMENT  TABLES. 

lo.oo 

0.10 

0.20 

0.30 

0.40 

0.50 

0.60 

0.70 

0.80 

0.90 

60 

222.22 

222.59 

222.96 

223.33 

223.70 

224.07 

224.44 

r  224.81 

225.18 

j  225.55 

61 

225.92 

226.29 

226.66 

227.03 

227.40 

227.77 

228.14 

228.51 

228.88 

'  229.26 

62 

229.63 

230.00 

230.37 

230.74 

231.11 

231.48 

231.85 

232.22 

232.59 

232.96 

63 

233.33 

233.70 

234.07 

234.44 

234.81 

235.18 

235.55 

235.92 

236.29 

236.67 

64 

237.04 

237.41 

237.78 

238.15 

238.52 

238.89 

239.26 

239.63 

240.00 

240.37 

65 

240.74 

241.11 

241.48 

241.85 

242.22 

242.59 

242.96 

243.33. 

243.70 

244.07 

66 

244.44 

244.81 

245.18 

245.55 

245.92 

246.30 

246.67 

247.04 

247.41 

247.78 

67 

248.15 

248.52 

248.89 

249.26 

249.63 

250.00 

250.37 

250.74 

251.11 

251.48 

63 

251.85 

252.22 

252.59 

252.96 

253.33 

253.70 

254.07 

254.44 

254.81 

255.18 

69 

255.56 

255.93 

256.30 

256.67 

257.04 

257.41 

257.78 

258.15 

258.52 

258.89 

70 

269.26 

259.63 

260.00 

260.37 

260.74 

261.11 

261.48 

261.85 

262.22 

262.59 

71 

262.96 

263.33 

263.70 

264.07 

264.44 

264.81 

265.18 

265.55 

265.92 

266..30 

72 

266.67 

267.04 

267.41 

267.78 

268.15 

268.52 

268.89 

269.26 

269.63 

270.00 

73 

270.37 

270.74 

271.11 

271.48 

271.85 

272.22 

272.59 

272.96 

273.33 

273.70 

74 

274.07 

274.44 

274.81 

275.18 

275.55 

275.92 

276.29 

276.66 

277.04 

277.41 

75 

277.78 

278.15 

278.52 

278.89 

279.26 

279.63 

280.00 

280.37 

280.74 

281.11 

76 

281.48 

281.86 

282.22 

282.59 

282.96 

283.33 

283.70 

284.07 

284.44 

284.81 

77 

285.18 

285.56 

285.93 

286.30 

286.67 

287.04 

287.41 

287.78 

288.15 

288.52 

78 

288.89 

289.26 

289.63 

290.00 

290.37 

290.74 

291.11 

291.48 

291.85 

292.22 

79 

292.59 

292.96 

293.33 

293.70 

294.07 

294.44 

294.81 

295.18 

295.55 

295.93 

80 

296.30 

296.67 

297.04 

297.41 

297.78 

298.15 

298.52 

298.89 

299.26 

299.63 

81 

300.00 

300.37 

300.74 

301.11 

301.48 

301.85 

302.22 

302,59 

302.96 

303.33 

82 

303.70 

304.07 

304.44 

304.81 

305.18 

305.55 

305.92 

306.29 

306.66 

307.03 

83 

307.41 

307.78 

308.15 

308.52 

308.89 

309.26 

309.63 

310.00 

310.37 

310.74 

84 

311.11 

311.48 

311.85 

312.22 

312.59 

312.96 

313.33 

313.70 

314.07 

314-44 

85 

314.81 

315.19 

315.56 

315.93 

316.30 

316.67 

317.04 

317.41 

317.78 

318.15 

86 

318.52 

318.89 

319.26 

319.63 

320.00 

320.37 

320.74 

321.11 

321.48 

321.85 

87 

322.22 

322.59 

322.96 

323.33 

323.70 

324.07 

324.44 

324.81 

325.18 

325  .55 

88 

325.92 

326.30 

326.67 

327.04 

327.41 

327.78 

328.15 

328.52 

328.89  ' 

329.26 

89 

329.63 

330.00 

:330.37 

330.74 

331.11 

331.48 

331.85 

332.22 

332.59 

332.96 

90 

333.33 

333.70 

334.07 

334.44 

334.81 

335.18 

335.55 

335.92 

336.29 

336.67 

91 

337.01 

337.41 

337.78 

338.15 

338.52 

338.89 

339.25 

339.62 

339.99 

340.37 

j  92 

340.74 

341.11 

341.48 

341.85 

342.22 

342.59 

342.96 

343.33 

343.70 

344.07 

93 

344.44 

344.81 

346.18 

345.56 

345.93 

346.30 

346.67 

347.03 

347.40 

317.78 

94 

348.15 

348.52 

348.89 

349.26 

349.63 

350.00 

350.37 

350.74 

351.11 

351.48 

95 

351.85 

352.22 

352.59 

352.96 

353.33 

353.70 

354.07 

354.44 

354.81 

355.18 

96 

355.55 

355.93 

356.30 

356.67 

357.04 

357.41 

357.78 

358.15 

358.52 

358.89 

97 

359.26 

359.63 

360.00 

360.37 

360.74 

361.11 

361.48 

361.85 

362.22 

362.59 

98 

362.96 

363.33 

363.70 

364.07 

364.44 

364.81 

365,18 

365.55 

365.93 

366.30 

99 

366.67 

367.04 

367.41 

367.78 

368.15 

368.52 

368.89 

369.26 

369.63 

370.00 

100 

370.37 

370.74 

371.11 

371.48 

371.85 

372.22 

372.59 

372.96 

373.33 

373.70 

101 

374.07 

374.44 

374.81 

375.18 

375.55 

375.92 

376.29 

376.67 

377.04 

377.41 

102 

377.78 

378.15 

378.52 

378.89 

379.26 

379.63 

380.00 

380.37 

380.74 

381.11 

10:i 

381.48 

381.85 

382.22 

382.59 

382.96 

383.33 

383.70 

384.07 

384.44 

384  81 

104 

385.18 

385.55 

385.92 

386.29 

386.67 

387.04 

387.41 

387.78 

388.15 

38h.5‘2 

105 

388.89 

389.26 

389.63 

390.00 

390.37 

390.74 

391.11 

391.48 

391.85 

392.22 

106 

392.59 

392.96 

393.33 

393.70 

394.07 

394.44 

394.81 

395.18 

395.55 

395.92 

107 

396.30 

396.67 

397.04 

397.41 

397.78 

398.15 

398.52 

398.89 

399.26 

399.63 

108 

400.00 

400.37 

400.74 

401.11 

401.48 

4<il.86 

402.22 

402.59 

402.96 

403.33 

109 

403.70 

404.07 

404.44 

404.81 

405.18 

405.55 

405.92 

406.29 

406.67 

407.04 

;  110 

407.41 

407.78 

408.15 

408.52 

408.89 

409.26 

409.63 

410.00 

410.37 

410.74  1 

111 

411.11 

411.48 

411.85 

412.22 

412.59 

412.96 

413.33 

413.70 

414.07 

414.44  ! 

112 

414.81 

415.18 

415.55 

415.92 

416.29 

416.67 

417.04 

417.41 

417.78 

418.15 

113 

418.52 

418.89 

419.26 

419.63 

420.(X) 

420.37 

420.74 

421.11 

421.48 

421.85  j 

114 

422.22 

422.69 

422.96 

423.33 

423.70 

424.07 

424.44 

424.81 

425.18 

425..56 

115 

425.93 

426.30 

426.67 

427.04 

427.41 

427.78 

428.15 

428.52 

428,89 

429.26 

116 

429.63 

430.00 

430.37 

430.74 

431.11 

431.48 

431.85 

432.22 

432.59 

432.96 

117 

433.33 

433.70 

434.07 

,  434.44 

434.81 

435.18 

435.55 

435.92 

436.29 

436.67 

118 

437.04 

437.41 

437.78 

'  438.15 

438.52 

438.89 

439.26 

439.63 

440.00 

440.37 

:  119 

440.74 

441.11 

1  441.48 

I  441.85 

442.22 

442.59 

442.96 

443.33 

443.70 

444.07 

40 


EXCAVATION  AND  EMBANKMENT  TABLES. 


0.00 

o 

o 

|0.20 

0.30 

0.40 

0.50 

1  0.60 

0.70 

0.80 

0.90 

120 

444.44 

444.81 

445.18 

445.55 

445.92 

446.29 

446.67 

447  04 

447.41 

447.78 

121 

448.15 

448.52 

448.89 

449.26 

449.63 

450.00 

450.37 

450.74 

451.11 

451.48 

122 

451.85 

452.22 

452.59 

452.96 

453.33 

453.70 

454.07 

454.44 

454.81 

455.18 

123 

455.55 

455.92 

456.29 

456.67 

457.04 

457.41 

457.78 

458.15 

458.52 

458.89 

124 

459.26 

459.63 

460.00 

460.37 

460.74 

461.11 

461.48 

461.85 

462.22 

462.59 

125 

462.96 

463.33 

463.70 

464.07 

464.44 

464.81 

465.18 

465.55 

465.93 

466.30 

126 

466.67 

467.04 

467.41 

467.78 

468.15 

468.52 

468.89 

469.26 

469.63 

470.00 

127 

470.37 

470.74 

471.11 

471.48 

471.85 

472.22 

472.59 

472.96 

473.33 

473.70 

128 

474.07 

474.44 

474.81 

475.18 

475.56 

475.93 

476.30 

476.67 

477.04 

477.41 

129 

477.78 

478.15 

478.52 

478.89 

479.26 

479.63 

480.00 

480.37 

480.74 

481.11 

130 

481.48 

481.85 

482.22 

482.59 

482.96 

483.33 

483.70 

484.07 

484.44 

484.81 

131 

485.18 

485.55 

485.92 

486.29 

486.67 

487.04 

487.41 

487.78 

488.15 

488.52 

132 

488.89 

489.26 

489.63 

490.00 

490.37 

490.74 

491.11 

491.48 

491.85 

492.22 

133 

492.59 

492.96 

493.33 

493.70 

494.07 

494.44 

494.81 

495.19 

495.56 

495.93 

134 

496.30 

496.67 

497.04 

497.41 

497.78 

498.15 

498.52 

498.89 

499.26 

499.63 

135 

500.00 

500,37 

500.74 

501.11 

501.48 

501.85 

502.22 

502.59 

502.96 

503.33 

136 

503.70 

504.07 

504.44 

504.81 

505.18 

505.56 

505.93 

506.30 

506.67 

507.04 

137 

507.41 

507.78 

508.15 

508.52 

508.89 

509.26 

509.63 

510.00 

510.37 

510.74 

138 

511.11 

511.48 

511.85 

512.22 

512.59 

512.96 

513.33 

513.70 

514.07 

514.44 

139 

514.81 

515.18 

515.55 

515.92 

516.29 

516.67 

517.04 

517.41 

517.78 

518.15 

140 

518.52 

518.89 

519.26 

519.63 

520.00 

520.37 

520.74 

521.11 

521.48 

521.85 

141 

522.22 

522.59 

522.96 

523.33 

523.70 

524.07 

524.44 

524.81 

525.19 

525.56 

142 

525.93 

526.30 

526.67 

527.04 

527.41 

527.78 

528.15 

528.52 

528.89 

529,26 

143 

529.63 

630.00 

530.37 

530.74 

531.11 

531.48 

531.85 

532.22 

5.32.59 

532.94 

144 

533.33 

533.70 

534.07 

534.44 

534.81 

535.18 

535.56 

535.93 

536-30 

536.67 

145 

537,04 

537.41 

537.78 

538.15 

538.52 

538.89 

539.26 

539.63 

540.00 

540.37 

146 

540.74 

541.11 

541.48 

541.85 

542.22 

542.59 

542.96 

543.33 

543.70 

544.07 

147 

544.44 

544.81 

545.18 

545.56 

545.93 

546.30 

546.67 

547.04 

547.41 

547.78 

148 

548.15 

548.52 

548.89 

549.26 

549.63 

550.00 

550,37 

550.74 

551.11 

551.48 

149 

551.85 

552.22 

552.59 

552.96 

553.33 

553.70 

554.07 

554.44 

554.81 

555.18 

150 

555-55 

555.93 

556.30 

556.67 

557.04 

557.41 

557.78 

558.15 

558.52 

558.89 

151 

559.26 

559.63 

560.00 

560.37 

560.74 

561.11 

561.48 

561.85 

562.22 

562.59 

152 

562.96 

563.33 

563.70 

564.07 

564.44 

564.81 

565.18 

565.56 

565.93 

566.30 

153 

566.67 

567.04 

567.41 

567.78 

568.15 

568.52 

568.89 

569.26 

569.63 

570.00 

154 

570.37 

570.74 

571.11 

571.48 

571.85 

572.22 

572,59 

572-96 

573.33 

573.70 

155 

574.07 

574.44 

574.81 

575.18 

575.56 

575.93 

576.30 

576.67 

577.04 

577.41 

156 

577.78 

578.15 

578  52 

578.89 

579.26 

579.63 

580.00 

580.37 

580.74 

581.11 

157 

581.48 

581.85 

582.22 

582..59 

582.96 

583.33 

583.70 

584.07 

584.44 

684.81 

158 

585.18 

585.55 

585.92 

586.29 

586.66 

587.04 

587.41 

587.78 

588.15 

588.52 

159 

588.89 

589.26 

589.63 

590.00 

590.37 

590.74 

591.11 

591,48 

591.85 

592.22 

160 

592.59 

592.96 

593.33 

593.70 

594.07 

594.44 

594.81 

595.18 

595,55 

595.92 

161 

596.29 

596.67 

597.04 

597.41 

597.78 

598.15 

598,52 

598.89 

599.26 

599.63 

162 

600.00 

600.37 

600.74 

601.11 

601.48 

601.85 

602.22 

602.59 

602.96 

603.33 

163 

603.70 

604.07 

604.44 

604.81 

605.18 

605.55 

605.92 

606.30 

606.67 

607.04 

164 

607.41 

607.78 

608.15 

608.52 

608.89 

609.26 

609.63 

610.00 

610.37 

610.74 

165 

611.11 

611.48 

611.85 

612.22 

612.59 

612.96 

613.33 

613.70 

614.07 

614.44 

166 

614.81 

615.18 

615.55 

615.92 

616.29 

616.67 

617.04 

617.41 

617.78 

618.15 

167 

618.52 

618.89 

619.26 

619.63 

620.00 

620.37 

620.74 

621.11 

621.48 

621.85 

168 

622,22 

622.59 

622.96 

623.33 

623.70 

624.07 

624.44 

624.81 

625.18 

625.56 

169 

626.93 

626.30 

626.67 

627.04 

627.41 

627.78 

628.15 

628.52 

628.89 

629.26 

170 

629.63 

630.00 

630.37 

630.74 

631.11 

631.48 

631.85 

632.22 

632.59 

632,96 

171 

633.33 

633.70 

634.07 

634.44 

634.81 

635.18 

635.55 

635.92 

636.29 

636.66 

172 

637.04 

637.40 

637.77 

6.38- 14 

638.51 

638.88 

639.25 

639.62 

639.99 

640.37 

173 

640.74 

641.11 

641.48 

641.85 

642.22 

642.59 

642.96 

643.33 

643.70 

644.07 

174 

644.44 

644.81 

645.18 

645.55 

645.92 

646.29 

646.66 

647.03 

647.41 

647.78 

175 

648.15 

648.52 

648.89 

649  26 

649  63 

650.00 

650.37 

650.74 

651.11 

651.48 

176 

661.85 

652.22 

652.59 

652.96 

653.33 

653.70 

654,07 

654.44 

654.81 

655.18 

177 

655.56 

655.93 

656.30 

656.67 

657.04 

657.41 

657.78 

658.15 

658.52 

658.89 

178 

659.26 

659.63 

660.00 

660.37 

660.74 

661.11 

661.48 

661.85 

662.22 

662.59 

179 

662.96 

663.33 

663.70 

664.07 

664.44 

664.81 

665.18 

665.55 

665.92 

1  666.29 

180 

181 

182 

183 

181 

185 

186 

187 

188 

189 

190 

191 

192 

193 

194 

195 

196 

197 

198 

199 

200 

201 

202 

203 

204 

205 

206 

207 

208 

209 

210 

211 

212 

213 

214 

215 

216 

217 

218 

219 

220 

221 

222 

223 

224 

225 

226 

227 

228 

229 

230 

231 

232 

233 

23 1 

235 

23() 

237 

238 

239 


41 


\ 


EXCAVATION  AND  EMBANKMENT  TABLES. 


0.10 


667.04 
1  670.74 
:  674.44 
I  678.15 

681.85 
685.56 

689.26 

692.96 
696.67 

700.37 
704.07 

707.77 

711.48 

715.18 

718.89 

722.59 

726.29 
730.00 

733.70 

737.41 

741.11 

744.81 

748.52 

752.22 

755.93 

759.63 

763.33 
767.04 

770.74 

774.44 

778.15 

781.85 
785.55 

789.26 

792.96 
796.66 

800.37 
804.07 

807.78 

811.48 

815.18 

818.89 

822.59 

826.30 
830.00 

833.70 

837.41 

841.11 

844.81 

848.52 

852.22 

855.93 

859.63 

863.33 
867.04 

870.74 

874.44 

878.15 
8 -(1.85 

(  885.55 


0.50  I  0.60 


0.20 


667.41 
,  671.11 

674.81 
i  678.52 

I  682.22 

j  685.93 
!  689.63 
693.33 
697.04 
700.74 
704.44 
708.14 
711.85 
715.55 
719.26 
722.96 
726.66 
730.37 
734.07 
737.78 
741.48 

745.18 

748.89 

752.59 

756.30 
760.00 

763.70 

767.41 

771.11 

774.81 

778.52 

782.22 
;  785.93 
j  789.63 
I  793.33 

797.04 
1  800.74 
I  804.44 
I  808.15 
I  811.85 
I  815.55 
!  819.26 
'  822.96 
I  826.66 
!  830.37 
834.07 
I  837.78 
I  841.48 

845.18 

848.89 

852.59 

856.30 
860.00 

863.70 

867.41 

871.11 

874.81 

878.52 

882.22 
885.93 


0.30 


667.78 

671.48 

675.18 

678.89 

682.59 
686  30 
690.00 
693  70 

697.41 

701.11 

704.81 

708.51 
712  22 

715.92 

719.63 

723.33 
727.03 

730.74 

734.44 

738.15 

741.85 

745.55 

749.26 

752.96 

756.67 

760.37 
764.07 

767.78 

771.48 

775.18 

778.89 

782.59 

786.30 
790,00 

793.70 

797.41 

801.11 

804.81 

808.52 

812.22 

815.93 

819.63 

823.33 
827.04 

830.74 

834.44 
838  15 

841.85 

845.55 

849.26 

852.96 

8.56.66 

860.37 
864  07 

867.78 

871.48 

875.18 

878.89 

882.. 59 

886.30 


0.40 


668.15 

671.85 

675.55 

679.26 

682.96 

686.67 

690.37 
694.07 

697.78 

701.48 

705.18 

708.89 

712.59 

716.29 
720.00 

723.70 

727.40 

731.11 

734.81 

738.52 

742.22 

745.93 

749.63 

753.33 
757.04 

760.74 

764.44 

768.15 

771.85 

775.55 

779.26 

782.96 

786.66 

790.37 
794.07 

797.78 

801.48 

805.18 

808.89 

812.59 

816.30 
8-20.00 

823.70 

827.41 

831.11 

8.34.81 

838.52 

842.22 

845.93 

849.63 

853.33 
8.57.01 

860.74 

864.14 

868.15 

871.85 

875. .55 

879.26 

882.96 

I  886.66 


668.52 

672.22 

675.93 

679.63 

683.33 
687.04 

690.74 

694.44 

698.15 

701.85 

705.55 

709.26 

712.96 

716.67 

720.37 
724.07 

727.77 

731.48 

735.18 

738.89 

742.59 

746.30 
750.00 

753.70 

757.41 

761.11 

761.81 

768.52 

772.22 

775.93 

779.63 

783.33 
787.04 

790.74 

794.44 

798.15 

801.85 

805.55 

809.26 

812.96 

816.66 

820.37 
824.07 

827.78 

831.48 

835.18 

838.89 

842.59 

846.30 
850.00 

853.70 

8.57.41 

861.11 

864.81 

868.52 

872.22 

875.93 

879.63 
*  883.33 
I  887.04 


668.89 

672.59 

676.30 
680.00 

684.70 

687.41 

691.11 

694.81 

698.52 

702.22 

705.92 

709.63 

713.33 
717.04 

720.74 

724.44 

728.14 

731.85 

735.55 

739.26 

742.96 

746.67 

750.37 
754.07 

757.78 

761.48 

765.18 
768  89 

772.59 

776.30 
780.00 

783.70 

787.41 

791.11 

794.81 

798.52 

802.22 

805.93 

809.63 

813.33 
817.04 

820.74 

824.44 

828.15 

831.85 
835  55 

839.26 

842.96 

846.66 

850..37 
854.07 

857.78 

861.48 

865.18 
;  868.89 

872.59 

876.30 
880.00 
883  70 

I  887.41 


0.70 


669.26 

672.96 

676.67 

680.37 
684.07 

687.78 

691.48 

695.18 

698.89 

702.59 

706.29 
710.00 

713.70 

717.41 

7- 21.11 

724.81 

728.51 

732.22 

735.93 

739.63 

743.33 
747.04 

750.74 

754.44 

758.15 

761.85 

765.55 

769.26 

772.96 

776.66 

780.37 
784.07 

787.78 

791.48 

795.18 

798.89 

802.59 

806.30 
810.00 

813.70 

817.41 

821.11 

8- 24.81 

828.52 

832.22 

835.93 

839.63 

843.33 
847.04 

850.74 

8.54.44 

858.15 

861.85 
86)5.55 

869.26 

872.96 

876.66 
'  880.37 
'  884.07 
'  887.78 


0.80 


669.63  ! 

673.33 
677.04 

680.74 

684.44 

688.15 

691.85 

695.55 

699.26 

702.96 

706.66 

710.37 
714.07 

717.78 

721.48 
7-25.18 

728.88 

732.59 

736.30 
740.00  i 

743.70  1 

747.41  I 

751.11  I 

754.81 

758.52 

762.22 

765.93 

769.63 

773.33 
777.04 

780.74 

784.44  : 

788.15  I 

791.85  I 

795.55 

799.26  I 

802.96  I 

806.66  1 

810.37 
814.07  I 

817.78  ' 

821.48  I 
825.18 

828.89 

832.59  ; 

836.30  . 
840.00  ■ 

843.70 

847.41 

851.11 

854.81  , 

858.52 

862.22 

865.93  ; 

869.63  ■ 

873.33  i 
877.04 

880.74 
!  884.44 
i  888.15 


0.90 


670.00 

673.70 

677.41 

681.11 

684.81 

688.52 

692.22 

695.92 

699.63 

703.33 
707.03 

710.74 

714.44 

718.15 

721.85 

725.55 

729.25 

732.96 

736.67 

740.37 
744.07 

747.78 

751.48 

755.18 

758.89 

762.59 

766.30 
770.00 

773.70 

777.41 

781.11 

784.81 

788.52 

792.22 

795.93 

799.63 

803.33 
807.04 

810.74 

814.44 

818.15 

821.85 

825.55 

829.26 

832.96 

836.66 

840.37 
844.07 

847.78 

851.48 

855.18 

858.89 

862.59 

866.30 
870.0(> 

873.70 

877.41 

881.11 

884.81 

888.52 


I 


42 


EXCAVATION  AND  EMBANKMENT  TABLES. 


0.00 

0.10 

0.20 

0.30  1 

0.40 

0.50 

0.60 

0.70 

0.80 

0.90 

240 

888.88 

889.26 

889.63 

890.00 

890.37 

890.74 

891.11 

891.48 

891.85 

892.22 

241 

892.59 

892.96 

893.33 

893.70 

894.07 

894.44 

894.81 

895.18 

895.55 

895.93 

242 

896.30 

896.66 

897.04 

897.41 

897.78 

898.15 

898.52 

898.88 

899.26 

899.63 

243 

900.00 

900.37 

900.74 

901.11 

901.48 

901.85 

902.22 

902.59 

902.96 

903.33 

244 

903.70 

904.07 

904.44 

904.81 

905.18 

905.55 

905.93 

906.30 

906.66 

907.04 

245 

907.41 

907.78 

908.15 

908.52 

908.88 

909.26 

909.63 

910.00 

910.37 

910.74 

246 

911.11 

911.48 

911.85 

912.22 

912.59 

912.96 

913.33 

913.70 

914.07 

914.44 

247 

914.81 

915.18 

915.55 

915.93 

916.30 

916.66 

917.04 

917.41 

917.78 

918.15 

248 

918.52 

918.88 

919.26 

919.63 

920.00 

920.37 

920.74 

921.11 

921.48 

921.85 

249 

922.22 

922.59 

922.96 

923.33 

923.70 

924.07 

924.44 

924.81 

925.18 

925.55 

250 

925.92 

926.30 

926.66 

927.04 

927.41 

927.78 

928.15 

928.52 

928.88 

929.26 

251 

929.63 

930.00 

930.37 

930.74 

931.11 

931.48 

931.85 

932.22 

932.59 

932.96 

252 

933.33 

933.70 

934.07 

934.44 

934.81 

935.18 

935.55 

935.92 

936.30 

936.66 

253 

937.04 

937.41 

937.78 

938.15 

938.52 

938.88 

939.26 

939.63 

940.00 

940.37 

254 

940.74 

941.11 

941.48 

941.85 

942.22 

942.59 

942.96 

943.33 

943.70 

944.07 

255 

944.44 

944.81 

945.18 

945.55 

945.92 

946.30 

946.66 

947.04 

947.41 

947.78 

256 

948.15 

948.52 

948.88 

949.26 

949.63 

950.00 

950.37 

950.74 

951.11 

951.48 

257 

951.85 

952.22 

952.59 

952.96 

953.33 

953.70 

954.07 

954.44 

954.81 

955.18 

258 

955.55 

955.92 

956.30 

956.66 

957.04 

957.41 

957.78 

958.15 

958.52 

958.88 

259 

959.26 

959.63 

960.00 

960.37 

960.74 

961.11 

961.48 

961.85 

962.22 

962.59 

260 

962.96 

963.33 

963.70 

964.07 

964.44 

964.81 

965.18 

965.55 

965.92 

266.30 

261 

966.66 

967.04 

967.41 

967.78 

968.15 

968.52 

968.88 

969.26 

969.63 

970.00 

262 

970.37 

970.74 

971.11 

971.48 

971.85 

972.22 

972.59 

972.96 

973.33 

973.70 

263 

974.07 

974.44 

974.81 

975.18 

975.55 

975.92 

976.30 

976.66 

977.04 

977.41 

264 

977.78 

978.15 

978.52 

978.88 

979.26 

979.63 

980.00 

980.37 

980.74 

981.11 

265 

981.48 

981.85 

982.22 

982.59 

982.96 

983.33 

983.70 

984.07 

984.44 

984.81 

266 

985.18 

985.55 

985.92 

986.30 

986.66 

987.04 

987.41 

987.78 

988.15 

988.52 

267 

988.88 

989.26 

989.63 

990.00 

990.37 

990.74 

991.11 

991.48 

991.85 

992.22 

268 

992.59 

992.96 

993.33 

993.70 

994.07 

994.44 

994.81 

995.18 

995.55 

995.92 

269 

996.30 

996.66 

997.04 

997.41 

997.78 

998.15 

998.52 

998.88 

999.26 

999.63 

270 

1000.00 

1000.37 

1000.74 

1001.11 

1001.48 

1001.85 

1002.22 

1002.59 

1002.96 

1003.33 

271 

1003.70 

1004.07 

1004.44 

1004.81 

1005.18 

1005.55 

1005.92 

1006.30 

1006.66 

1007.04 

272 

1007.41 

1007.78 

1008.15 

1008.52 

1008.88 

1009.26 

1009.63 

1010.00 

1010.3;^ 

1010.74 

273 

1011.11 

1011.48 

1011.85 

1012.22 

1012.59 

1012.96 

1013.33 

1013.70 

1014.07 

1014.44 

274 

1014.81 

1015.18 

1015.55 

1015.92 

1016.30 

1016.66 

1017.04 

1017.41 

1017.78 

1018.15 

275 

1018.52 

1018.88 

1019.26 

1019.63 

1020.00 

1020.37 

1020.74 

1021.11 

1021.48 

1021.85 

276 

1022.22 

1022.59 

1022.96 

1023.33 

1023.70 

1024.07 

1024.44 

1024.81 

1025.18 

1025.55 

277 

1025.92 

1026.30 

1026.66 

1027.04 

1027.41 

1027.78 

1028.15 

1028.52 

1028.88 

1029.26 

278 

1029.63 

1030.00 

1030.37 

1030.74 

1031.11 

1031.48 

1031.85 

1032.22 

1032.59 

1032.96 

279 

1033.33 

1033.70 

1034.07 

1034.44 

1034.81 

1035.18 

1035.55 

1035.92 

1036.30 

1036.66 

280 

1037.04 

1037.41 

1037.78 

1038.15 

1038.52 

1038.88 

1039.26 

1039.63 

1040.00 

1040.37 

281 

1040.74 

1041.11 

1041.48 

1041.85 

1042.22 

1042.59 

1042.96 

1043.33 

1043.70 

1044.07 

282 

1044.44 

1044.81 

1045.18 

1045.55 

1045.92 

1046.30 

1046.66 

1047.04 

1047.41 

1047.78 

283 

1048.15 

1048.52 

1048.88 

1049.26 

1049.63 

1050.00 

1050.37 

1050.74 

1051.11 

1051.48 

284 

1051.85 

1052.22 

1052.59 

1052.96 

1053.33 

1053.70 

1054.07 

1054.44 

1054.81 

1055.18 

285 

1055.55 

1055.92 

1056.30 

1056.66 

1057.04 

1057.41 

1057.78 

1058.15 

1058.52 

1058.88 

286 

1059.26 

1059.63 

1060.00 

1060.37 

1060.74 

1061.11 

1061.48 

1061.85 

1062.22 

1062.59 

287 

1062.96 

1063.33 

1063.70 

1064.07 

1064.44 

1064.81 

1065.18 

1065.55 

1065.92 

1066.30 

288 

1066.66 

1067.04 

1067.41 

1067.78 

1068.15 

1068.52 

1068.88 

1069.26 

1069.63 

1070.00 

289 

1070.37 

1070.74 

1071.11 

1071.48 

1071.85 

1072.22 

1072.59 

1072.96 

1073.33 

1073.70 

290 

1074.07 

1074.44 

1074.81 

1075.18 

1075.55 

1075.92 

1076.30 

1076.66 

1077.04 

1077.41 

291 

1077.78 

1078.15 

1078.52 

1078.88 

1079.26 

1079.63 

1080.00 

1080.37 

1080.74 

1081.11 

292 

1081.48 

1081.85 

1082.22 

1082.59 

1082.96 

1083.33 

1083.70 

1084.07 

1084.44 

1084.81 

293 

1085.18 

1085.55 

1085.92 

1086.30 

1086.66 

1087.04 

1087.41 

1087.78 

1088.15 

1088.52 

294 

1088.88 

1089.26 

1089.63 

1090.00 

1090.37 

1090.74 

1091.11 

1091.48 

1091.85 

1092.22 

295 

1092.59 

1092.96 

1093.33 

1093.70 

1094.07 

1094.44 

1094.81 

1095.18 

1095.55 

1095.92 

296 

1096.30 

1096.66 

1097.04 

1097.41 

1097.78 

1098.15 

1098.52 

1098.88 

1099.26 

1099.63 

297 

1100.00 

1100.37 

1100.74 

1101.11 

1101.48 

1101.85 

1102.22 

1102.59 

1102.96 

11103.33 

298 

1103.70 

1104.07 

1104.44 

1104.81 

1105.18 

1105.55 

1105.92 

1106.30 

1106.66 

1107.04 

299 

1107.41 

1107.78 

.  1108.15 

1108.52 

1108.88 

1109.26 

1109.63 

1110.00 

1110.37 

1110.74 

I 


43 


EXCAVATION  AND  EMBANKMENT  TABLES. 

0.00 

0.10 

0.20 

0.30 

0.40 

0.50  1  0.60 
» 

0.70 

0.80 

0.90 

300 

301 

302 

303 

304 

305 

306 

307 

308 

309 

310 

311 

312 

313 

314  1 

315 
316 ; 

317  i 

318  , 

319 

320 

321 

322 

323 

324 

325 

326 

327 

328 

329 

330 

331 

332 

333 

334 

335 

336 

337 

338 

339 

340 

341 
312 

343 

344 

345 

346 

347 

348 

349 

350 
3.')! 

352 

353 

354 

355 

356 

357 

358 

359 

1111.11 

1114.82 

1118.52 
1122.22 

1125.93 

1129.63 

1133.33 
1137.04 

1140.74 

1144.44 
1148.15 

1151.85 

1155.56 

1159.26 

1162.96 

1166.67 

1170.37 
1174.07 

1177.78 

1181.48 

1185.19 

1188.89 

1192.59 

1196.30 
1200.00 

1203.70 

1207.41 
1211.11 

1214.82 

1218.52 
1222.22 

1225.93 

1229.63 

1233.33 
1237.04 

1240.74 

1244.44 
124H.15 

1251.85 

1255.56 

1259.26 

1262.96 

1266.67 

1270.37 
1274.07 

1277.78 

1281.48 

1285.19 

1288.89 

1292.59 

1296.30 
1300.00 

1303.70 

1307.41 
1311.11 

1314.82 

1318.52 
1322.22 

1325.93 

1329.63 

1111.48 

1115.19 

1118.89 

1122.59 

1126.30 
1130.00 

1133.70 

1137.41 

1141.11 

1144.82 

1148.52 

1152.22 

1155.93 

1159.63 

1163.33 
1167.04 

1170.74 

1174.44 

1178.15 

1181.85 

1185.56 

1189.26 

1192.96 

1196.67 

1200.37 
1204.07 

1207.78 

1211.48 

1215.19 

1218.89 

1222.59 

1226.30 
1230.00 

1233.70 

1237.41 

1241.11 

1244.82 

1248.52 

1252.22 

1255.93 

1259.63 

1263.33 
1267.04 

1270.74 

1274.44 

1278.15 

1281.85 

1285.56 

1289.26 

1292.96 

1296.67 

1300.37 
1304.07 

1307.78 
1311.48 

1315.19 

1318.89 

1322.59 
1326.30 
1330.00 

1111.85 

1115.56 

1119.26 

1122.96 

1126.67 

1130.37 
1134.07 

1137.78 

1141.48 

1145.19 

1148.89 

1152.59 

1156.30 
1160.00 
1163.70 

1167.41 

1171.11 

1174.82 

1178.52 
1182.22 

1185.93 

1189.63 

1193.33 
1197.04 

1200.74 

1204.44 

1208.15 

1211.85 

1215.56 

1219.26 

1222.96 

1226.67 

1230.37 
12:34.07 

1237.78 

1241.48 

1245.19 

1248.89 

1252.59 

1256.30 
1260.00 
126:3.70 

1267.41 

1271.11 

1274.82 

1278.52 
1282.22 

1285.93 

1289.63 

1293.33 
1297.04 

1300.74 

1304.44 

1308.15 

1311.85 

1315.56 
i:il9.26 

1322.96 
i:i26.07 

1330.37 

1112.22 

1115.93 

1119.63 

1123.33 
1127.04 

1130.74 

1134.44 

1138.15 

1141.85 

1145.56 
1149.'..6 

1152.96 

1156.67 

1160.37 
1164.07 

1167.78 

1171.48 

1175.19 

1178.89 

1182.59 

1186.30 
1190.00 

1193.70 

1197.41 
1201.11 
1204.82 

1208.52 
1212.22 

1215.93 

1219.63 

1223.33 
1227.04 

1230.74 

1234.44 

1238.15 

1241.85 

1245.56 
1249.26 

1252.96 

1256.67 

1260.37 
1264.07 

1267.78 

1271.48 

1275.19 

1278.89 

1282.59 

1286.30 
1290.00 

1293.70 

1297.41 
1301.11 
1:104.82 

1308.52 
1312.22 

1315.93 

1319.63 
l:i23.:{3 
1327.04 

1330.74 

1112.59 

1116.30 
1120.00 

1123.70 

1127.41 

1131.11 

1134.82 

1138.52 

1142.22 

1145.93 

1149.63 

1153.33 
1157.04 

1160.74 

1164.44 

1168.15 

1171.85 

1175.56 

1179.26 

1182.96 

1186.67 
1190.37 
1194.07 

1197.78 

1201.48 

1205.19 

1208.89 

1212.59 

1216.30 
1220.00 

1223.70 

1227.41 

1231.11 

1234.82 

1238.52 

1242.22 

1245.93 

1249.63 

1253.33 
1257.04 

1260.74 

1264.44 

1268.15 

1271.85 

1275.56 

1279.26 

1282.96 

1286.67 
1290..37 
1294.07 

1297.78 

1301.48 

1305.19 

1.308.89 

1.312.59 

1316.30 
l:t20.00 

1323.70 
i:i27.41 

1331.11 

1112.96 

1116.67 

1120.37 
1124.07 

1127.78 

1131.48 

1135.19 
1138.89 

1142.59 

1146.30 
1150.00 

1153.70 

1157.41 
1161.11 

1164.82 

1168.52 

1172.22 

1175.93 
1179.63 

1183.33 
1187.04 

1190.74 

1194.44 

1198.15 
1201.85 

1205.56 

1209.26 

1212.96 

1216.67 

1220.37 
1224.07 

1227.78 

1231.48 

1235.19 
12:38.89 

1242.59 

1246.30 
1250.00 

12.53.70 

1257.41 
1261.11 

1264.82 

1268.52 

1272.22 

1275.93 
1279.6:3 

1283.33 
1287.04 

1290.74 

1294.44 

1298.15 
1:301.85 

1305.56 

1309.26 

1312.96 

1316.67 
i:320.:i7 
1324.07 
1:327.78 
1:331.48 

1113.33 
1117.04 

1120.74 

1124.44 
1128.15 

1131.85 

1135.56 

1139.26 

1142.96 

1146.67 

1150.37 
1154.07 
1157.78 

1161.48 

1165.19 

1168.89 

1172.59 

1176.30 
1180.00 

1183.70 

1187.41 

1191.11 
1194-82 

1198.52 
1202.22 

1205.93 
1209.63 

1213.33 
1217.04 

1220.74 

1224.44 
1228-15 

1231.85 

1235.56 

1239.26 

1242.96 

1246.67 

1250.37 
1254.07 

1257.73 

1261.48 

1265.19 

1268.89 

1272.59 

1276.30 
1280.00 

1283.70 

1287.41 

1291.11 
1294.82 

1298.52 
1302.22 

1305.93 
1309.6:3 
1313.. 33 
1317.04 

1320.74 

1324.44 
i:328.15 

1331.85 

1113.70 

1117.41 
1121.11 
1124.82 

1128.52 

1132.22 

1135.93 

1139.63 

1143.33 
1147.04 

1150.74 

1154.44 

1158.15 

1161.85 

1165.56 

1169.26 

1172.96 

1176.67 

1180.37 
1184.07 

1187.78 

1191.48 

1195.19 
1198.89 

1202.59 

1206.30 
1210.00 

1213.70 

1217.41 
1221.11 

1224.81 

1228.52 
1232-22 

1235.93 

1239.63 

1243.33 
1247.04 

1250.74 

1254.44 

1258.15 

1261.85 

1265.56 

1269.26 

1272.96 

1276.67 

1280.37 
1284.07 

1287.78 

1291.48 

1295.19 
1298  89 

1302.59 

1306.30 
1310.00 

1313.70 

1317.41 
1321.11 

1324.81 

1328.52 

1332.22 

1114.07 

1117.78 

1121.48 
1125.19 

1128.89 

1132.59 

1136.30 
1140.00 

1143.70 

1147.41 

1151.11 

1154.82 
1158  52 
1162.22 

1165.93 

1169.63 

1173.33 
1177.04 

1180.74 

1184.44 

1188.15 
1191-85 

1195.56 

1199.26 

1202.96 
1206.67 
1210.37 
1214.07 

1217.78 

1221.48 

1225.18 
1228.n9 

1232.59 

1236.30 
1240.00 

1243.70 

1247.41 

1251.11 

1254.82 
1258,52 
1262,22 

1265.93 

1269.63 

1273.33 
1277.04 

1280.74 

1284.44 

1288.15 
1291.85 

1295.56 

1299.26 

1302.96 
1306  67 
1310.  :17 
1314  07 

1317.78 

1321.48 

1325.18 

1328.89 

1332.59 

(1114.44 

1118.15 

1121.85 
1125.56 

1129.26 

1132.96 
1137.6:7 

1140.37 
1144.07 

1147.78 
1151-48 

1155.19 

1158.89 

1162.59 

1166.30 
1170.00 

1173.70 

1177.41 
1181  11 

1184.82 

1188.52 

1192.22 

1195.93 
1199.63 
1203.33 
1207.04 
1210.74 
1214.44 

1218.15 

1221.86 

1225.55 

1229.26 

1232.96 
1236.67 

1240.37 
1244.07 

1247.78 
1251.48 

1255.19 

1258.89 

1262.59 

1266.30 
1270.00 

1273.70 

1277.41 
1281.11 

1284.82 

1288.52 

1292.22 

1295.93 
1299  63 
1303  33 
i:{07.04 

1:110.74 

1.314  44 

1318.15 
1.121.86 

1325.55 

1.329.26 

1332.96 

44. 


INSTRUCTIONS  TO  DIVISION  AND  ASSISTANT  ENGI¬ 
NEERS  RELATIVE  TO  FIELD  NOTES  ON  SURVEYS 
FOR  THE  SOUTH  PENNA.  R.  R.  CO. 


First— Enter  the  names  of  the  Division  Engineer,  Senior  Assistant  Engineer 
in  charge  of  the  party.  Assistant  Engineer  at  Transit  Instrument,  Assistant 
Engineer  at  Leveling  Instrument,  Rodmen,  Chainmen,  Flagman,  Axemen, 
composing  the  party.  Rodmen  must  make  the  same  notes,  also  enter  the 
date  and  place  where  the  work  is. 

Second— State  in  the  column  of  remarks  on  the  first  or  second  page  of  the 
book  at  the  beginning  of  the  notes  of  any  survey  or  levels,  the  letter  of  the 
line  and  where  it  was  begun  and  where  it  is  to  be  run  to. 

Tbird— The  Stakes  of  all  lines  must  be  numbered  on  the  rear  face,  next  to  the 
transit,  and  must  be  lettered  on  the  forward  face,  with  the  letter  of  the  line. 
A'l  lines  must  be  lettered. 

Fourth— State  what  Datum  the  Levels  start  from  or  refer  to,  and  if  started 
from  a  Bench  state  what  Bench  and  from  what  authority  or  book  the  Elevation 
was  obtained. 

Fifth— Enter  all  notes  of  Transit  or  Level  fully  and  distinctly  in  pencil  in  the 
field- if  any  details  or  calculations  are  omitted  from  haste  or  sudden  storms 
coming  up— make  them  complete  before  the  day  is  over,  and  when  required  by 
the  Senior  Assistant  or  Division  Engineer,  they  must  be  recorded  in  a  Record 
Book  the  same  evening. 

Sixth— All  field  notes  must  be  compared  during  the  day  taken,  and  all 
Levelers’ calculations  on  turning  points  must  be  made  by  Assistant  and  Rod- 
man,  and  compared  on  the  spot  and  found  correct  before  going  forward  with 
the  work. 

Seventh— Benches  must  be  made  at  least  once  in  every  mile,  and  oftener  if 
opportunity  offers.  Levels  must  be  tested  on  any  existing  Benches  found 
along  the  line,  and  tests  made  of  the  accuracy  of  the  old  and  new  works. 
Benches  must  not  be  cut  on  shade  or  fruit  trees  and  no  unnecessary  damage 
done  in  clearing  the  line  of  sight;  offsets  must  be  made  to  save  valuable  trees 

Eighth— In  passing  through  inclosed  land  the  Senior  Assistant  will  see  that 
the  fences  taken  down  by  the  party  are  put  up  after  they  pass  forward. 

Ninth— The  Assistant  at  the  Transit  must  record  the  names  of  land  owners, 
the  points  where  boundaries  are  crossed,  and  their  courses  when’  obtainable. 

Tenth— Chiefs  of  Party  must  arrange  to  get  the  party  out  and  at  their  work  as 
early  as  possible  in  the  morning,  and  keep  them  employed  until  the  proper 
hour  in  the  evening.  All  preparations  for  the  field  work  must  be  made  by  the 
Senior  Assistant  and  Assistants  the  previous  evening,  so  that  no  delays  may 
occur  in  the  morning.  Dinner  will  be  procured  by  the  Senior  Assistant  to  be 
eaten  in  the  field  when  the  party  is  more  than  one  mile  from  boarding  places. 

Boarding  expenses  paid  by  any  members  of  the  party  will  be  reported  to  the 
Senior  Assistant  and  will  be  repaid  by  the  company  at  the  end  of  the  month. 

Eleventh— Senior  Assistants  will  see  that  the  instruments,  rods  and  chains 
are  kept  in  good  order  and  adjustment  by  the  Assistants :  any  damage  to  in¬ 
struments  or  rods  from  want  of  proper  care  must  be  defrayed  by  the  Assistant 
having  the  same  in  charge. 

Twelfth— Daily  notes  of  the  work  done  and  the  date  must  be  entered  in  this 
field  book  every  evening. 

Thirteenth— Assistant  Engineers  in  charge  of  the  Transit  must  plot  their 
lines,  and  Assistants  in  charge  of  the  Level  must,  with  the  aid  of  their  Rodman, 
make  a  profile  every  evening,  of  the  line  leveled  over  each  day. 

Fourteenth— Division  and  Senior  Assistant  Engineers  will  make  reports  of 
instruments  and  stationary  on  hand  at  the  close  of  each  month,  and  send  them 
in  promptly  to  the  General  Office. 

Fifteenth— Division  Engineers  must  report  any  neglect  of  these  instructions 
to  the  Chief  Assistant  Engineer. 

Olivek  W.  Baenes,  Chief  Engineer. 


Engineering  Field  Work.* 

CHAPTER  VI. 

THE  SURVEYS. 

The  three  classes  of  surveys,  viz :  Preliminary,  Location,  and 
Construction,  form  as  good  divisions  as  can  be  suggested  for  this 
subject,  and  we  will  consider  them  in  order. 

PRELIMINARY. 

The  object  of  a  Preliminary  survey  is  to  ascertain  whether  it  be 
feasible  to  build  a  line  of  railway  between  two  points  upon  the  sur¬ 
face  of  the  earth,  and  this  information  is  obtained  for  certain 
parties  who  wish  to  make  money  in  some  way  or  other  by  con¬ 
structing  or  having  such  line  of  railroad  constructed.  For  this 
purpose  the  parties  employ  a  more  or  less  competent  engineer  to 
make  these  surveys,  giving  him  authority  to  employ  one  or  more 
field  parties  according  to  the  magnitude  of  the  work,  and  the 
money  they  may  think  they  can  spend  upon  it.  If  only  one  party 
is  employed  it  is  sometimes  under  the  direction  of  the  chief  en¬ 
gineer  himself,  but  more  commonly  under  an  assistant  employed 
by  him. 

ORGANIZATION  OF  FIELD  PARTY. 

The  organization  of  this  field  party  is  usually,  as  follows : 

1.  The  Assistant  in  charge  of  the  party. 

2.  The  Transitman,  whose  work  is  running  the  line  and  keeping 
all  notes  thereof. 

3.  The  Leveler,  whose  work  is  taking  levels,  drawing  the  i)rofiles 
and  making  the  estimates  therefrom. 

4.  The  Level  rodman,  assistant  to  the  Leveler. 

5.  The  head  chainman,  who  should  also  carry  the  transit  rod  and 
get  therewith  the  lines  given  by  the  transitman. 

6.  The  hind  chainman,  who  should  also  number  the  stakes  and 
keep  a  record  of  all  distances  measured. 

7.  From  one  to  five  axemen  according  to  the  amount  of  chop, 
ping  required  by  the  work. 

*  Written  by  the  late  Chas.  A.  Bmith.  C.  E..  Professor  of  Civil  and  Mechanical 
Engineering  at  Washington  University.  ISt.  Louis,  and  published  in  Enginekr- 
iNQ  News,  Yol.  III.  1876. 


46 


ENGINEEBING  FIELD  WOBK. 


These  may  be  considered  about  all  the  men  needed  for  the 
professional  part  of  the  work,  and  if  the  country  is  inhabited  will 
be  all  that  will  be  employed ;  if  there  are  only  a  few  inhabitants  a 
team  and  driver  may  be  advantageous,  but  if  uninhabited  and  it 
becomes  necessary  to  take  a  camp  outfit,  at  least  two  more  men  are 
indispensable— a  teamster  and  a  cook,  the  latter  being  a  very  im¬ 
portant  member  of  the  party. 

THE  ENGINEER-IN-CHARGE. 

The  duties  of  the  engineer-in-charge  of  the  party  are  too  many 
for  enumeration  here,  but  he  has  to  see  that  the  greatest  amount 
of  work  possible  is  done  for  the  money  expended ;  his  business  is 
to  get  information  for  the  chief  engineer  and  to  keep  his  party 
running  without  delay.  A  word  of  brotherly  advice  to  him  may  not 
come  amiss  and  is  meant  kindly  if  it  is  not  necessary. 

CARE  OF  MEN. 

In  selecting  your  party  for  a  start  use  judgement  and  your  know¬ 
ledge  of  human  nature;  don’t  get  two  men  who  have  a  feud  with 
each  other  in  the  same  party  if  it  can  be  helped.  Study  your  men 
all  the  time  and  be  frank  and  free  with  them ;  do  not  talk  much 
with  them  in  working  hours,  but  watch  all  hands  very  closely,  for 
the  first  few  days  especially.  Bemember  that  your  men  are  men, 
and  treat  them  well :  show  them  that  you  know  how  the  work 
should  be  done,  but  don’t  “nag”  them  all  the  time;  if  you  have  a 
horse,  don’t  keep  them  at  work  till  dark  and  then  ride  off  and 
leave  them  to  walk  three  or  four  miles  to  supper,  but  either  quit 
work  in  decent  season  or  lend  your  horse  to  some  fellow  who  is 
fagged,  and  walk  in  with  your  men ;  don’t  hang  round  in  the  morn¬ 
ing  and  let  your  men  wait  for  you,  but  pick  up  an  axe  or  rod  and 
start  first  for  the  work ;  get  into  good  training  for  w^alking,  and  if 
you  start  for  supper  last  passall  the  men  on  the  road  ;  don’t  shirk 
work  yourself,  and  don’t  let  any  body  else  shirk;  never  ask  a  man 
to  do  any  work  you  would  not  be  willing  to  do  yourself, — we  remem¬ 
ber  “  stripping  to  the  buff  ”  and  wading  a  stream  four  feet  deep 
when  the  cakes  of  ice  were  coming  down,  because  we  thought  the 
men  hung  back  and  did  not  want  to  go  into  the  water ;  don’t  worry 
the  transitman's  wits  out  of  his  head  by  asking  him  questions ;  find 
out  what  he  is  doing  and  recording,  but  don’t  crowd  him  too  hard 
or  bluster  about  him ;  don’t  swear  habitually  before  the  meh  if  you 


THE  COOK— ON  THE  LINE— THE  TRANSITMAN. 


47 


can  help  it ;  you  may  want  to  swear  at  them  some  times,  and  if  not 
used  to  it  they  will  be  more  apt  to  obey;  don’t  scold  a  man  when 
you  are  angry  yourself,  if  you  can  help  it,  but  wait  and  talk  to  • 
him  after  supper,  when  you  have  cooled  down. 

THE  COOK. 

In  selecting  a  camp  outfit  be  especially  careful  to  get  a  good 
cook,  and  we  advise  a  good  cooking  stove  of  cast  iron  with  enough 
pil^e  to  draw  well, — we  remember  a  sheet  iron  stove  which  had  to 
be  taken  down  every  morning  and  the  soot  kicked  out  of  it  before 
a  fire  could  be  made  to  “draw,”  and  we  also  remember  the  satis¬ 
faction  with  which  the  boys  kicked  the  miserable  thing  to  pieces 
after  it  had  been  “returned”  at  headquarters.  We  are  more 
particular  in  this  matter,  not  only  because  we  like  to  be  well  fed, 
-but  because  men  must  be  well  fed  in  order  to  work  well — and  you 
must  remember  that  poor  food  will  make  bad  temper  and  bad 
work,  and  that  the  interests  of  your  employers  demand  that  you 
keep  your  men  contented  with  their  job.  So  much  for  the  care  of 
the  men. 


ON  THE  LINE. 

Don’t  let  your  leveler  get  too  far  behind  the  transit  work,  and 
see  that  he  checks  his  levels  and  establishes  benches  at  proper 
intervals.  After  the  work  is  well  started  you  will  be  obliged  to  go 
ahead  and  make  yourself  familiar  with  the  features  of  the  country 
and  select  the  points  where  your  line  must  be  run.  A  preliminary 
line  is  usually  run  without  curves,  and  the  w^ork  of  the  transitman 
is  much  easier  than  in  location  surveys,  and  the  line  work  is  much 
more  easily  carried  on  than  when  locating ;  and  this  brings  us  to 
the  work  of  the  transitman.  But  before  leaving  this  part  of  the 
subject  let  me  remind  you,  that  as  your  work  progresses,  you  will 
have  to  come  in  contact  with  the  property  holders  and  residents  of 
the  country,  and  you  should  always  bear  in  mind  that  you  repre¬ 
sent  large  interests  and  can  give  them  by  your  manner  a  favorable 
or  unfavorable  impression  as  you  choose. 

THE  TRANSITMAN. 

The  transitman  has  the  hardest  work  of  the  party  to  perform ; 
he  has  to  stand  with  one  eye  at  his  instrument  as  long  as  the  men 
can  set  stakes,  and  then  when  he  is  called  up,  the  whole  chain  and 
iixe  force  have  to  be  idle  till  he  arrives  at  the  place  where  they  are 


48 


ENGINEEKING  FIELD  WOKK. 


and  has  set  up  and  lined  his  instrument ;  he  is  supposed  to  direct 
the  work  in  the  absence  of  his  superiors,  to  know  the  topography 
of  the  country  ahead  and  run  his  line  to  suit  the  ground— to  keep 
all  the  men  at  work  and  not  let  them  loaf  around— to  keep  all 
notes,  and  if  possible  sketch  all  the  topography;  to  act  as  chie 
assistant  in  every  way,  to  be  book-keeper  and  cashier  of  the  party ; 
if  in  camp,  to  purchase  supplies  and  see  that  things  go  right  gen¬ 
erally.  The  skill  of  the  transitman  in  the  field  consists  in  his 
realization  of  the  peculiar  features  of  the  ground  and  his  judgment 
in  running  to  them,  and  to  his  being  able  to  work  under  mental 
pressure.  The  mere  instrumental  work  in  a  preliminary  survey  is 
easy  to  do,  as  it  consists  only  in  running  bearings,  noting  angles 
and  giving  the  line  to  the  men  at  the  chain.  A  few  words  to  the 
transitman:  Carry  your  instrument  yourself ;  don’t  let  any  of  the 
men  take  it  at  night  unless  you  are  just  ready  to  drop  with  fatigue. 
Your  men  may  very  probably  offer  to  carry  your  instrument,  as  a 
common  courtesy,  or  even  to  make  friends  with  you,  but  don’t 
accept  such  favors;  among  working  men,  from  which  class  your 
chainmen  and  axemen  will  most  probably  come,  there  is  but  one 
standard  of  comparison,  and  that  is  strength,  and  although  one  of 
them  may  be  perfectly  willing  to  shoulder  your  fifteen  pound 
transit  for  three  or  four  miles,  you  will  not  gain  his  respect  by 
letting  him  do  it  for  you.  If  you  have  not  strength,  make  up  for  it 
in  endurance  and  quiet  pluck,  and  if  you  want  to  grumble,  don’t  do 
it  before  the  men.  You  and  the  engineer-in-charge  must  be  in 
perfect  accord,  at  least  in  appearance,  if  you  want  to  further  the 
interests  of  your  employers  and  your  own  also.  In  setting  up  a 
transit  on  sideling  ground  it  is  generally  better  to  put  one  leg  of 
the  tripod  up  hill  and  two  down,  but  you  must  exercise  a  little 
common  sense  in  the  matter;  try  to  keep  the  lower  “parallel 
plate  as  level  as  possible,  as  by  so  doing  time  in  “  leveling  up  ” 
will  be  saved ;  try  to  make  yourself  master  of  your  instrument  as 
there  is  a  great  range  in  the  value  of  transitmen,  and  try  to  “set 
up  ”  each  time  a  little  quicker  than  before,  and  also  a  little  better. 
The  acme  of  setting  a  transit  may  be  considered  reached  when  one 
shove  on  each  leg  of  the  tripod  brings  the  “plumb-bob”  exactly 
over  the  point  in  the  stake,  while  the  instrument  is  found  level 
“  both  ways.”<^  Try  and  see  how  many  times  you  can  do  this  every 
day,  but  don’t  waste  time  studying  how  to  do  it  at  each  “  set.”'  It 
is  rather  better  to  keep  the  plates  clamped  together  at  zero,  and  do 
all  lining  of  the  instrument  with  the  lower  clamp  and  tangent ; 


THE  LEVELEE— LEVELING. 


49 


take  bearings  on  both  fore  and  back  sights  as  you  may  detect 
errors  in  reading  angles  by  so  doing,  and  be  careful  to  record 
which  way  angles  are  turned.  It  is  most  convenient  to  run  your 
transit  ahead  always  and  read  the  same  end  of  the  needle  if  the 
instrument  is  in  as  good  adjustment  as  it  should  be.  The  stability 
of  the  adjustment  differs  very  widely  in  different  instruments.  We 
have  worked  with  an  instrument  for  three  months  which  never  had 
to  be  touched,  and  also  with  another  from  the  same  maker  which 
would  not  reverse  truly  for  the  day,  although  adjusted  every 
morning ;  it  becomes  necessary,  therefore,  to  learn  the  peculiarities 
of  your  instrument,  and  know,  not  guess  at,  its  condition  at  all 
times.  The  reversal  should  be  tested  each  morning  before  going 
to  work  until  you  are  sure  of  the  instrument.  Learn  which  way  to 
get  the  slack  of  the  tangent  screws,  and  to  do  good  work  with  a  poor 
transit. 


THE  LEVELER. 

The  leveler  on  a  preliminary  survey  may  have  to  work  at  his  best 
to  keep  up  with  the  transit  party,  and  as  the  leveler  and  rod  man 
have  to  work  completely  in  unison,  we  will  give  them  our  advice 
together  after  their  field  work.  Of  course,  in  the  office,  or  in  camp 
they  are  two  very  different  people,  the  leveler  being  one  of  the 
commissioned  officers  of  the  party,  if  we  may  use  a  military  term, 
while  the  rodman  is  about  the  grade  of  a  sergeant  only.  Still  there 
should  be  very  little  difference  of  feeling  between  them.  The 
leveler  keeps  all  field  notes  and  the  rodman  should  also  carry  a 
book  and  keep  the  turning  point  sights  and  work  out  all  heights  of 
the  instrument  and  elevations  of  turning  points  and  benches  in  the 
field.  Headings  for  turning  points  and  benches  may  be  taken  to  the 
thousandths,  but  for  station  heights  the  nearest  tenth  only  should 
be  read. 


LEVELING. 

Make  all  the  vertical  height  you  can  in  going  up  or  down  hill 
as  you  may  save  a  setting  thereby.  Study  the  ground  as  to  what  is 
coming  ahead  and  never  select  turning  points  or  set  up  the  instru¬ 
ment  without  having  fully  considered  what  is  to  be  done  next. 

Be  sure  of  the  adjustments  of  the  instrument  and  that  the  rod  is 
held  “plumb  ”  (if  the  cross  hairs  are  right,  the  man  at  the  instru- 


50 


ENGINEEKING  EIELD  WORK. 


ment  can  see  by  the  vertical  hair  if  the  rod  is  “plumb  ”  one  way, 
and  by  gently  swinging  the  rod  in  the  plane  of  the  instrument  after 
setting  the  target  if  the  target  rises  above  the  hair,  the  rod  was 
not  held  “plumb;”  if  the  target  on  swinging  the  rod,  falls  below 
and  just  comes  up  to  the  hair,  the  rod  has  been  held  vertically). 
Make  your  signals  with  some  system,  and  move  the  rod  according 
to  the  signal  in  amount  of  motion  as  well  as  direction,  speak  your 
numbers  distinctly  and  don’t  mistake  the  word  seven  for  eleven,  or 
the  reverse. 

Leveling  can  be  hurried  in  open  country  by  employing  two  rod- 
men  and  rods,  and  running  them  alternately,  the  employment  of 
a  fourth  man  to  keep  notes  in  such  case  being  a  great  help, 
although  such  great  haste  is  not  often  required  or  desirable,  t 

Put  in  benches  at  least  once  in  1,500  feet  in  open  country,  and 
every  1,000  feet  in  rough  country,  as  it  may  save  you  a  good  deal  of 
work;  select  good  points  for  benches  and  turning  points,  and 
always  be  sure  that  the  instrument  may  be  moved  before  you  move 
it,' and  that  you  can  find  at  least  half  of  the  turning  points  in  the 
day’s  work. 

In  running  “  check  levels  ”  check  up  the  benches  every  mile,  and 
if  the  agreement  is  within  one-tenth,  call  bench  right  and  go  on. 
Try  to  keep  the  check  levels  within  two  miles  of  each  other,  as  it 
may  save  a  good  deal  of  annoyance. 

The  work  of  the  rest  of  the  party  is  much  the  same  for  location 
and  preliminary  surveys,  and  will  be  described  further  on.  The 
engineer  in  charge  of  the  party  and  the  transitman  are  the  ones 
whose  work  is  increased  the  most,  and  their  duties  will  be  described 
again  for  location  survey. 

THE  HEAD  CHAINMAN. 

The  head  chainman  holds  an  important  position  and  must  be  a 
man  with  sound  judgment,  and  must  understand  his  work.  He 
should  hold  the  transit  rod  with  one  hand,  and  the  chain  with  the 
other,  showing  discretion  as  to  holding  the  chain  level  and  taking 
short  lengths  on  hilly  ground ;  he  should  understand  the  signals 
of  the  transitman  and  obey  them  intelligently;  should  have  a  good 
eye  for  line  and  use  it  every  time  he  holds  his  rod  up,  so  as  to  be  as 
nearly  right  as  may  be  before  the  transitman  begins  to  signal  to 
him ;  and  he  should  always  look  at  the  transitman  when  lining, 
instead  of  gazing  around  at  other  things.  His  work  is  perhaps  best 
ponducted  in  the  following  order ;  When  the  chain  is  pulled  ont 


HEAD  CHAINMAN— TRANSIT  POINTS. 


51 


he  turns  around,  and  holding  the  rod  with  one  hand,  tries  to  place 
it  as  nearly  correct  as  he  can  by  lining  over  the  last  stake  to  the 
instrument,  while  with  the  other  hand  he  is  trying  to  “  straighten 
out  the  chain he  then  moves  the  rod  in  obedience  to  the  motions 
of  the  man  at  the  instrument,  and  after  getting  the  line,  holds  the 
chain  up  to  the  rod  with  both  hands  and  gets  the  distance ;  then 
dropping  the  chain  he  stands  up  straight,  plumbs  the  rod  carefully 
and  receives  the  line  again  ;  then  pressing  the  rod  into  the  ground 
he  makes  the  hole  with  the  point,  and  takes  it  off  the  ground :  a 
stake  is  then  driven  and  the  measurement  should  be  repeated  to 
see  if  the  distance  is  correct,  after  which  the  rod  is  held  on  the  stake 
“  for  line,”  the  chain  is  then  dragged  on  and  the  operation  repeated. 
Time  may  be  lost  by  neglecting  the  order  of  operations  given  above, 
or  by  not  looking  to  see  where  the  line  is,  and  leaving  all  the  move¬ 
ments  to  be  signalled  from  the  instrument,  or  by  jerking  the  chain 
while  trying  to  straighten  it,  or  by  not  watching  the  transitman 
closely,  and  thus  missing  his  signals.  If  you  are  so  far  away  that 
the  motion  cannot  be  seen,  take  your  handkerchief  or  hat  and 
make  a  signal  (imitating  the  lining  signals)  and  the  transitman  will 
understand  that  you  wish  him  to  take  his  handkerchief,  (when 
snow  is  on  the  ground,  his  hat)  to  increase  the  visibility  of  his  sig¬ 
nal.  Remember  that  the  transitman  can  see  you  plainly,  and  can 
guess  what  you  may  wish  him  to  do.  When  you  wish  him  to  line 
you  hold  up  your  rod  and  wave  it  to  catch  his  eye,  and  when  you 
are  sure  that  the  line  can  go  no  further  without  a  change  in  the 
position  of  the  instrument,  you  must  call  his  attention  by  holding 
your  rod  in  both  hands  horizontally  above  your  head ;  then  after 
carefully  lining  and  centering,  you  can  call  him  up  by  beckoning 
with  both  hands,  holding  the  rod  above  your  head  or  by  any  other 
previously  arranged  signal. 

SELECTION  OF  TRANSIT  POINTS. 

By  far  the  most  important  duty  in  point  of  difQculty,  is  the  selec¬ 
tion  of  the  transit  points,  which  must  be  so  chosen  that  the  greatest 
distance  ahead  may  be  seen  from  them  ;  in  general  they  should  be 
on  the  upper  edges  of  bills,  where  a  view  of  the  valley  on  both 
slopes  can  be  obtained,  and  if  possible,  where  a  full  view  of  the  tran¬ 
sit  rod  can  be  had,  as  it  is  only  allowable  in  case  of  necessity  to 
sight  at  but  a  small  part  of  the  rod,  and  therefore  great  care  must 
betaken  to  hold  “plumb”  at  all  times,  as  you  do  not  know  just 
how  much  of  the  rod  may  be  observed.  You  must  exercise  consid- 


library 
university  OE 


52 


ENGINEEEING  FIELD  WOBK. 


erable  judgment  in  the  matter,  and  never  be  astonished  if  your 
views  and  the  transitman’s  differ  on  this  point.  And  here  let  us 
say  a  word  to  all  the  men ;  remember  that  the  transitman  has  to 
work  all  the  time,  and  that  he  has  to  take  all  the  blame  from  the 
engineer-in-charge  for  all  mistakes,  and  that  if  he  does  scold  you 
for  things  that  are  not  your  fault,  just  wait  till  the  matter  devel- 
opes,  but  do  not  try  to  argue  during  working  hours  about  the  work  ; 
if  you  have  been  to  blame,  you  deserve  “jawing,”  and  if  you  have 
not,  it  will  not  hurt  you  a  bic  in  the  eyes  of  anybody  whose  opinion 
is  worth  having.  The  same  remarks  will  apply  to  the  transitmen 
and  levelers  in  their  relations  to  their  superior ;  let  them  remember 
that  the  engineer-in-charge  has  more  things  to  think  about  in  a  day 
than  they  have  in  a  week,  and  if  they  don’t  believe  it,  wait  until 
they  have  the  same  position  and  can  see  for  themselves. 

THE  REAR  CHAINMAN. 

The  work  of  the  rear  chainman  is  to  hold  the  chain  while  it  is 
being  pulled  along ;  we  say  hold  it,  for  if  you  let  the  end  go  you  may 
have  to  call  the  front  chainman  back  for  10  or  20  feet  after  he  has 
passed  his  proper  distance,  and  he  won’t  like  that.  Don’t  hang 
on  the  chain  and  be  dragged  by  it,  but  be  ready  to  give  it  a  shake 
and  clear  it  if  it  catches  on  brush  or  rocks.  The  rear  chainman  is 
responsible  for  the  numbering  of  the  stakes,  and  for  all  distances 
with  “plus  ”  numbers;  he  must  be  careful  to  assist  in  straighten¬ 
ing  the  chain,  to  be  on  hand  promptly  in  measuring,  and  not  get  in 
the  line  nor  walk  on  the  line,  and  not  to  jerk  the  front  chainman ’s 
arms  off  by  suddenly  stopping.  The  keeping  of  the  numbers  right 
is  a  more  difficult  task  than  it  seems  to  be,  and  requires  a  good 
memory;  in  all  cases  of  doubt,  go  back  and  find  out  at  the  last 
stake  what  is  right  and  don’t  guess  at  it.  Be  careful  that  the  chain 
is  in  good  order— that  the  links  are  straight  and  that  the  rings  are 
not  pulled  open.  Do  it  up  from  the  handle  and  keep  the  strap 
around  it ;  learn  to  throw  a  chain  over  a  stream ;  one  end  of  an 
ordinary  heavy  chain  can  be  thrown  over  a  50  feet  stream.  And  by 
making  two  bundles  with  say  15  feet  between  them,  and  using  two 
men  to  thrc>w,  one  after  the  other  (at  say  half  a  second  interval),  we 
have  thrown  the  end  of  a  heavy  chain  75  feet.  Be  careful  that  the 
chain  is  not  dragged  against  the  transit  legs,  and  do  not  hit  them 
while  trying  to  stand  the  straightening  as  inflicted  by  the  head 
chainman ;  be  prompt  to  assist  in  making  short  chains  on  hilly 
ground,  and  on  curves,  if  there  are  any,  and  walk  the  outer  side 


AXEMEN— LOCATION— CAEELESSNESS,  ETC. 


53 


of  the  line  lest  you  get  in  the  “  line  ”  of  the  instrument  without 
knowing  it. 


THE  AXEMEN. 

The  axemen  are  under  the  general  direction  of  the  head  chain- 
man  who  gives  the  line  for  cutting  brush  and  timber  with  his  rod. 
One  axeman  must  be  in  charge  of  the  stakes  and  must  never  let  the 
chain  work  wait  for  him  a  second,  but  must  keep  up  at  all  risk. 
Sometimes  a  large  basket  is  useful  in  carrying  stakes.  The  stakes 
should  be  numbered  by  the  chainman,  and  if  he  marks  a  number 
of  them  in  the  basket,  care  must  be  taken  to  see  that  in  “plus  ” 
stations  the  numbered  stakes  are  not  used,  or  the  numbers  may 
get  “  mixed.” 

LOCATION. 

In  location  surveys  the  only  difference  in  the  work  of  the  men  is 
in  the  curve  work,  where  the  head  chainman  has  to  offset  from 
the  line  of  the  last  stake  to  find  the  transit  “line  ”  by  an  amount 
known  as  the  chord  “deflection,”  for  which  see  “Henck’s  Field 
Bock.”  We  always  gave  the  chainman  a  list  of  “  chord  deflections  ” 
for  the  even  degrees,  and  let  him  guess  at  the  amount  of  the 
ground,  and  found  that  it  saved  time.  The  centering  of  the  stakes 
should  be  attended  to  a  little  more  carefully  than  on  preliminary 
work,  and  the  measurements  made  with  more  care. 

A  back  rodman  will  be  necessary,  and  we  can  only  caution  him 
to  stand  up,  with  his  rod  in  position  all  the  time,  or  if  near  enough 
to  see,  whenever  the  transitman  turns  over  his  telescope,  he  must 
be  on  hand.  Although  the  job  is  not  very  interesting  it  is  impor¬ 
tant.  We  used  to  let  the  back  rodman  carry  the  coats,  and  if  we 
took  our  dinner  along,  a  basket  with  the  “  grub.” 

Each  man  in  the  party  must  be  held  strictly  responsible  for  what 
tools  or  instruments  are  put  into  his  hands,  and  a  careful  ijroperty 
account  must  be  kept  and  reported  from  time  to  time. 

WASTEFULNESS  OF  CARELESS  LOCATION. 

Location  surveys  dii'fer  from  preliminary  surveys  in  being  more 
carefully  carried  out,  as  to  the  exact  position  of  the  line,  and  in  the 
curve  running,  which  is  usually  omitted  on  the  preliminary  work. 
The  exact  position  of  the  line  is  a  matter  of  great  importance,  for 
many  dollars  are  thrown  away  by  careless  locations  and  in  many 
cases  the  theory  of  wilful  ignorance  is  the  only  excuse  that  can  bo 


54 


ENGINEEEING  FIELD  WOBK, 


made  for  them.  There  are  needed  careful  judgment,  long  experi¬ 
ence,  and  a  great  deal  of  real  hard  work  on  the  part  of  the  engineer 
in  charge  of  the  locating  party,  to  make  successful  locations. 

THE  TOPOGKAPHER. 

The  party  is  usually  organized  with  the  same  force  as  in  the  pre¬ 
liminary  survey,  viz :  An  engineer-in-charge,  transitman,  leveler, 
level  rodman,  two  chainmen  and  from  one  to  five  axemen.  To 
these  are  often  added  a  topographer,  and  sometimes  a  cross-section 
leveler  and  helper  or  rodman.  The  topographer  takes  sketch-notes 
of  the  contours  and  surrounding  country,  roads,  buildings  etc., 
which  have  to  be  shown  in  the  plans,  and  if  he  carries  a  pocket 
“  azimuth  compass,”  or  a  pocket  sextant,  he  will  find  it  a  great  help 
to  him,  but  for  his  work  we  especially  recommend  a  small  plane 
table,  18  inches  square,  with  the  paper  on  it  in  “  block  ”  fashion,  the 
board  fitted  with  a  shoulder  strap,  and  Jacob  staff  mountings,  and 
a  folding  “alidade  ”  or  ruler,  with  sights.  With  this  outfit  a  topo¬ 
grapher  can  produce  a  line  map  which  will  make  his  chief 
engineer’s  heart  glad,  and  which  will  go  a  long  way  towards  con¬ 
vincing  the  directors  that  the  party  have  done  a  lot  of  work.  The 
use  of  the  plane  table  for  this  purpose  is  not  common,  but  such  an 
arrangement  costs  very  little,  and  nothing  else  will  show  as  much 
of  the  country  in  a  very  short  time.  The  field  use  of  the  instrument 
is  very  simple ;  the  line  already  run  being  platted  before  taking  the 
field,  the  “  orientation  ”  can  be  performed  from  stakes  and  it  can  be 
used  anywhere. 

'  The  cross-section  leveling  is  only  performed  in  very  rough  coun¬ 
try;  a  10-foot  pole  with  a  short  spirit  level  placed  on  it,  and  then 
held  with  one  end  on  the  ground  and  the  other  against  a  graduated 
rod  on  which  the  rise  or  fall  in  10  feet  is  noted,  is  used ;  the  infor¬ 
mation  obtained  in  this  way  is  very  considerable ;  there  is  a  good 
deal  of  work  to  get  it  but  the  men  are  not  required  to  have  a  very 
high  grade  of  mental  organization  and  do  not  draw  a  very  high 
pay. 

ENGINEEK  IN  CHARGE, 

All  of  the  increased  care  and  skill  required  and  already  men¬ 
tioned  has  to  come  from  two  men — the  engineer-in-charge  and  the 
transitman — the  former  has  all  the  responsibility  of  the  added  im¬ 
portance  of  the  survey,  and  the  constant  study  of  the  ever  changing 
ground,  and  the  greater  or  less  difficulty  of  the  work  itself;  and 


ENGINEER  IN  CHAEGE-TRANSIT  NOTES.  .  55 


the  latter  has  all  the  curve  work,  with  increased  watchfulness 
and  greater  accuracy,  to  attend  to ;  those  two  men  have  their  work 
nearly  doubled,  while  the  work  of  the  rest  of  the  party  is  only  in¬ 
creased  by  the  additional  care  and  attention  which  has  to  be 
enforced  on  all  the  party. 

To  the  engineer-in-charge  we  shall  say  very  little,  and  to  a  man 
in  that  position  little  can  be  said — if  he  does  not  know  his  business 
he  certainly  ought  not  to  be  in  the  place,  and  if  he  does  know  it, 
our  advice  is  unnecessary,  yet  if  he  does  not  think  it  beneath  him 
to  read  "what  we  have  to  say  to  transitmen,  he  may  here  and  there 
find  a  hint  to  help  him  in  watching  the  work  of  that  indispensable 
assistant.  And  here  let  us  say  that  no  money  is  ever  sa  ed  by 
making  the  engineer-in-charge  of  the  location  run  either  transit 
or  level,  as  he  needs  all  of  his  faculties  to  be  at  all  times  shar¬ 
pened  to  their  utmost  degree  to  attend  to  his  own  duties,  and  if  the 
tedious  instrumental  work  is  put  upon  him  he  cannot  keep  every¬ 
thing  going  at  once  properly.  And  let  us  say  also,  that  if  the 
engineer-in-charge  wishes  to  make  every  man  do  his  very  utmost, 
that  he  had  better  take  the  head  of  the  chain  himself  when  he  can 
spare  tne  time,  especially  on  long  tangents,  which  he  has  already 
determined.  By  so  doing  he  will  be  near  all  the  men  of  the  transit 
party,  and  they  will  work  when  they  are  right  under  the  eye  of  the 
“  boss,”  and  he  will  be  sure  that  no  time  will  be  lost  in  picking  out 
the  transit  stations,  and  that  the  stakes  are  kept  well  up ;  the- 
transitman  will  always  hurry  up  to  him,  and  if  he  cannot  keep' 
them  all  “  on  the  jump,”  he  is  not  fit  for  his  place.  Of  course,  he^ 
has  frequently  to  go  ahead  and  pick  out  the  ground,  and  go  back 
to  see  how  the  profile  will  plat,  and  tell  the  transitman  what  must, 
be  done  in  his  absence,  and  in  this  he  must  be  his  own  judge  of  his 
time  and  of  its  disposition,  but  still,  when  he  wishes  to  drive 
matters,  he  can  do  so  best  from  the  head  of  the  chain,  in  the 
meantime  letting  the  head  chainman  take  the  transit  rod  and  keep 
up  the  centers;  the  mental  work  which  he  has  to  i^erform  all  tlie 
time  will  not  suffer  from  the  mere  manual  labor  of  being  head 
chainman. 

KEEPING  TRANSIT  NOTES. 

The  transitman  has  after  all  a  hard  place  to  fill,  for  there  is  no 
variety  in  his  mental  work ;  he  has  to  keep  a  sliarp  watch  on  the 
men  when  his  superior  is  absent,  and  has  the  constant  computa¬ 
tion  of  deflection  angles  to  attend  to  on  curves,  at  the  same  time 


56 


ENGINEERING  FIELD  WORK. 


using  all  possible  diligence  as  to  figures.  And  here  a  hint  as  to 
the  easiest  way  of  keeping  the  curve  notes  and  doing  the  transit 
work.  The  method  originated  we  know  not  how,  and  may  have 
have  been  used  by  large  numbers  of  transitmen,  although  we  have 
never  happened  to  meet  them. 

The  basis  of  all  circular  curve  work  with  the  transit  is  the  well 
known  theroem :  the  angle  between  a  tangent  chord,  or  between 
any  two  chords  which  meet  at  a  point  on  the  curve,  is  measured  by 
half  the  intercepted  arc.  And  as  the  point  where  the  chords  meet 
on  the  curve  may  be  anywhere  on  that  curve,  it  follows  that  the 
sum  of  any  consecutive  angles  or  series  of  angles  is  the  same  no 
matter  where  the  instrument  be  placed  on  the  curve  for  given 
arcs,  and  that  if  the  deflection  angles  be  all  computed  from  the  B. 
C.,  as  far  as  may  be  desired,  at  any  station  on  the  curve  the  number 
can  be  used,  as  the  differences  will  be  the  same  for  the  same 
stations.  To  illustrate  this,  we  must  assume  an  example. 


Let  it  be  required  to  run  a  five  degree  curve  from  sta.  131  -1-  40, 
and  let  us  first  look  at  a  page  in  a  field  book : 


STATIONS. 

DEFLEC¬ 

TIONS. 

CURVE. 

TRUE  COURSE. 

NEEDLE 

COURSE. 

129 

130 

B.  C.  H“40 

0^0' 

50R. 

N  1610  W 

N  16015'  W 

N  160  W 

2 

3 

4 
,  5 

+50 

6 

7 

8 

E.  C.  +25 

1030' 

400' 

6-30' 
90O' 
10015' 
II03O' 
140  0' 
I603O' 
17071 

34015' 

N  180  0'  E 

N  17fo  E 

We  see  the  book  is  ruled  with  five  columns  and  usually  on  the 
left  hand  page,  the  right  hand  page  being  reserved  for  “  remarks.” 
The  column  for  Stations  explains  itself,  the  signs  '‘plus”  being 
used,  decimal  points  for  a  hundreu  foot  unit,  and  the  ordinary 
“  decimal  ”  being  reserved  for  feet  and  fractions  of  feet.  The 
letters  B.  C.  and  E.  C.  are  used  for  beginning  and  end  of  the  curve* 
instead  of  the  P.  C.  and  P.  T.  used  often  for  “  point  of  curve  ”  and 
“point  of  tangent,”  being  more  in  accordance  with  the  usage  of 
ordinary  geometry  and  has  been  our  custom  for  several  years. 


KEEPING  TRANSIT  NOTES. 


5l 


The  column  of  deflections  contains  the  deflection  angles  com¬ 
puted  from  B.  C.  as  far  as  convenient,  say  to  station  135,  ana  the 
stakes  set  and  centered,  for  same  reason  135  +  50  becomes  necessary 
and  has  to  be  put  in ;  then  the  transit  is  turned  back  to  0^  and 
turned  over  on  the  back  sight  to  be  sure  that  nothing  has  slipped 
and  carried  up  to  135+50,  and  set  up.  The  instrument  is  then  set 
at  0°  and  sighted  at  B.  C.  and  then  if  turned  to  10^  15'  it  would  be 
on  the  tangent  at  135+50,  and  if  turned  to  11°  30',  it  will  be  on  the 
chord  from  135  +  50  to  136,  and  by  adding  these  2°  30'  for  each  hun¬ 
dred  feet  the  curve  is  run  to  138  and  the  transit  is  moved  to 
that  place  after  taking  a  back  sight  as  before,  with  the  plates  at 
0°.  After  setting  up  at  138  if  we  could  see  B.  C.  we  should  set  at 
0°  again,  and  turning  to  16°  30'  we  would  be  on  the  tangent ;  but  B. 
C.  is  supposed  invisible,  and  we  shall  therefore  set  the  instrument 
at  10°  15'  and  sight  it  back  at  135  +  50  and  the  result  is  that  the 
lower  plate  is  in  the  same  position  as  if  B.  C.  had  been  visible,  and 
we  had  as  above  suggested  set  0°  and  sighted  thereat;  by  turning 
to  16°  30'  we  shall  be  on  the  tangent  at  130  and  if  we  find  that  1°  20' 
more  will  be  needed  to  strike  the  desired  direction  from  there,  we 
will  put  1°15'  more  in  the  curve  or  37^'  deflection  which  corresponds 
to  25  feet ;  we  run  out  the  25  feet  and  turn  tolOJ'  and  sight  the  stake 
in,  and  then  turning  to  10°15',  we  turn  over  to  the  back  sight ;  af¬ 
ter  satisfying  ourselves  that  it  is  all  right,  we  go  to  138  +  25  and 
being  sure  the  instrument  reads  10°15,  we  sight  again  at  135  +  50 
and  turn  to  11°7Y  and  are  at  the  tangent.  By  taking  the  differences 
and  comparing  distances  it  will  easily  be  seen  that  the  angles  are 
all  right. 

Now  in  what  does  this  method  consist  that  is  better  than  the 
practice  of  counting  stations  and  multiiilying  by  the  deflection 
angle?  Only  this,  that  the  counting  and  multiplication  are  both 
performed  already.  Each  station  is  attached  to  the  angle  opposite 
to  it  in  the  note  book,  and  once  there  it  is  good  for  all  the  work 
that  you  can  do  with  it.  The  mental  labor  thus  saved  is  a 
great  help.  It  was  once  our  fortune  to  have  to  “  break  in”  two 
“green”  transitmen  in  five  weeks,  and  in  all  that  time  we  com¬ 
puted  every  angle  that  was  used  at  the  instrument,  mentally, 
and  kept  at  the  head  of  the  chain  most  of  the  time ;  by  asking 
the  man  at  the  instrument  what  reading  he  had  and  what  station 
he  was  at  and  what  his  back  rodman  was  at,  we  never  let  a  mistake 
pass  our  notice.  (Ab<c.— We  are  not  anxious  to  repeat  this  experi¬ 
ence  of  our  transit  running  from  the  head  of  the  chain.) 


58 


ENGINEERING  FIELD  WORK. 


For  the  transitman  himself  this  system  of  notes  is  a  great  relief 
as  he  is  free  from  the  constantly  recurring  question  “what  is 
your  next  deflection?”  with  its  importunate  worrying  when  he 
has  just  setup  on  an  odd  “plus”  and  knows  that  his  back  rod- 
man  is  also  on  an  odd  “plus,”  he  simply  asks  himself,  what  are 
the  readings  for  these  two  stations  knowing  that  the  difference 
between  them  has  been  computed  carefully  once  as  they  come 
along,  and  it  will  be  all  right  now. 

COMPOUND  CURVES. 

On  compound  curves  the  same  method  can  be  followed  all  around, 
but  the  back  rodman  and  the  instrument  must  be  on  the  same 
branch  ( the  P.  G.  0.,  point  of  compounding  of  curve,  is  of  course  on 
both  branches).  The  next  column  of  the  note  book  is  headed 
“  curves  ”  and  in  it  are  recorded  the  degree  and  direction  of  the 
curves  and  the  central  angle, or  angle  of  intersection ;  it  is  twice  the 
last  deflection  angle  always.  In  the  next  column  is  put  up  the  com¬ 
puted  curves  from  the  first  one,  and  the  next  one  contains  the 
needle  readings ;  the  use  of  these  is  a  check  to  the  transitman’s 
work  and  sudden  variations  are  not  common.  If  “  local  attraction  ” 
exist,  it  can  be  found  by  reading  the  compass  at  each  end  of  the 
tangent.  We  remember  a  local  attraction  which  bothered  us  all 
one  morning  and  which  never  seemed  to  be  the  same  for  two  min¬ 
utes  running,  and  which  quite  frightened  our  “  boss  ”  but  as  we 
were  within  fifty  feet  of  a  north  and  south  track,  we  talked  “earth 
currents  ”  at  him  (they  were  east  and  west)  and  as  we  were  sure  of 
our  work  we  let  it  go  unexplained ;  in  the  afternoon  we  discovered 
the  innocent  cause  to  be  a  small  “  Smith  &  Wesson  ”  in  our  over¬ 
coat  breast  pocket,  and  we  have  never  seen  any  such  local  attrac¬ 
tion  since. 


LONG  TANGENTS. 

Long  straight  lines  require  a  good  deal  of  care,  and  the  instru¬ 
ment  should  be  reversed  “  both  ways  ”  on  them,  and  if  a  long  sight 
can  be  obtained  backward  so  as  to  overlook  two  o^'  three  transit 
points,  they  should  be  tested  by  the  direct  instrument.  If  great 
care  is  needed,  the  instrument  should  be  used  “  both  wavs  ”  without 
reversing,  and  the  slack  of  the  clamp  screws  watched.  Tangent 
screws  are  now  so  generally  made  double  that  the  play  of  the 
motion  screws  can  be  prevented  from  interfering  with  the  ac- 


COMPOUND  CURVES-LONG  TANGENTS. 


59 


curacy  of  the  work,  but  the  clamps  will  wear  loose  a  little  and 
must  be  watched. 

LAND  LINES. 

In  Railway  field  work,  after  the  location  survey,  follows  legi¬ 
timately  the  land  survey  or  “land  lines”  as  they  are  called 
in  the  east,  and  although  most  of  this  work  is  included  in  com¬ 
mon  surveying,  yet  tnere  are  some  points  of  difference  which  it  will 
be  well  to  touch  upon.  In  cities  and  towns  where  land  is  valuable, 
it  is  of  course  quite  important  to  have  the  work  done  accurately ; 
and  although  in  the  western  country,  where  the  land  is  very  com¬ 
monly  given  to  the  railroad  company  it  is  not  so  essential,  still  it  is 
always  desirable  to  know  howto  do  good  work,  and  a  few  words  as 
to  general  surveying  will  scarcely  be  out  of  place. 

In  the  first  place  be  sure  that  your  work  is  definitely  connected 
with  points  which  can  be  found  again,  and  that  the  connection  with 
the  main  line  is  right,  and  that  it  is  simple ;  any  complex  mea¬ 
surement  is  to  be  avoided.  In  the  next  place,  measure  every  dis¬ 
tance  pertinent  to  the  work  which  can  be  directly  measured.  Cal¬ 
culate  as  little  as  possible.  If  the  land  to  be  taken  is  very  irregular 
in  form,  a  “  traverse”  is  the  best  method  of  attack  if  all  the  sides 
can  be  measured;  don’t  have  any  “  omissions  ”  to  supply  if  you 
can  help  it;  be  careful  to  take  all  offsets  at  right  angles ;  take  the 
angles  with  a  transit  if  one  can  be  had,  and  do  not  use  the  com¬ 
pass  in  any  way  but  as  a  check  on  the  transit ;  for  sighting  right 
angles  quickly,  some  of  the  forms  of  the  “  optical  square  ”  may  be 
found  very  convenient;  for  ordinary  work  in  cities  most  of  the 
measurements  for  land  will  be  at  right  angles  or  nearly  so,  and 
the  work  can  be  laid  out  on  four  lines  forming  a  trapezium ;  do  not 
trust  to  any  building  for  a  right  angle  or  to  any  two  walls  of  the 
same  building  to  have  parallel  faces;  brick  laying  is  not  by  any 
means  the  most  exact  of  trades,  and  although  for  a  map  the  errors 
will  not  show,  yet  for  other  work  to  be  connected  to  that  in  progress, 
it  may  lead  to  serious  errors. 

• 

For  railroad  purposes  the  land  is  usually  found  in  long  narrow 
strips  of  varying  width  ;  and  it  is  sufficient  to  find  the  length  on  the 
centre  lino,  and  directions  of  bouiiding  linos  which  cross;  it  is 
however,  desirable  to  have  all  “  land  lines  ”  within  four  or  five 
hundred  feet  of  the  track,  and  this  recpiiros  measurements  on  the 
crossing  lines.  In  getting  the  direction  of  a  fence,  when  t  he  instru- 


60 


ENGINEEBING  FIELD  WORK. 


ment  is  placed  at  one  side,  measure  the  distance  from  the  instru¬ 
ment  to  the  fence  at  right  angles  to  it  and  have  a  similar  “ offset” 
made  as  far  as  possible  from  the  instrument ;  of  course  the  main 
line  should  have  been  run  and  the  transit  placed  in  the  line  before 
the  direction  can  be  obtained. 

For  street  surveying  the  best  method  is  that  of  a  line  in  the  mid¬ 
dle,  with  offsets  and  measurements  connecting,  the  offsets  at  the 
end  as  well  as  the  line  run.  In  very  crowded  streets  we  have  some¬ 
times  run  a  line  down  each  footwalk,  connected  them  carefully  at 
their  ends,  and  then  proceeded  as  described  for  a  single  line. 

CAREFUL  NOTES 

In  all  work  of  this  kind  the  most  important  thing  is  to  take  good 
notes ;  always  put  these  down  as  if  you  expected  to  die  before 
morning,  and  wanted  to  leave  them  in  such  good  condition  that  in 
ten  years  time  a  stranger  with  no  previous  acquaintance,  and  with  no 
one  of  the  old  party  to  help  him,  could  take  your  book  and  proceed 
on  the  job  without  delay;  if  this  can  be  done,  your  notes  must  be 
about  right,  but  you  never  will  have  them  too  complete.  We  have 
never  used  any  but  the  ‘’sketch  system  ”  for  taking  notes,  and  we 
always  made  them  in  the  field,  and  copied  them  over  on  the  next 
page  in  ink,  thus  keeping  the  rough  set  with  the  original  figures, 
and  the  finished  set  to  explain  them;  the  original  figures  have 
more  weight  as  evidence,  but  the  explanation  given  by  a  neat  ink 
copy  is  a  very  great  help  in  interpreting  them.  For  city  work  take 
all  angles  with  the  transit  more  than  once,  that  is  to  say,  “repeat 
them,”  three  or  four  times  which  is  enough ;  the  object  of  the  “  re¬ 
peating  ”  being  to  check  the  angle  and  not  to  subdivide  the  vernier 
reading. 

PRESERVING  THE  LINES 

After  the  completion  of  the  land  survey  comes  the  actual  field 
work  preparatory  to  the  construction,  and  here  it  is  customary  to 
reduce  the  number  of  men  in  the  party  and  to  begin  to  “  cut  down 
expenses  ”  in  the  engineering  department. 

The  first  thing  to  be  done  is  to  “  preserve  ”  the  line,  that  is,  to  con¬ 
nect  all  tangent  points  with  stakes  that  are  away  from  the  line  and 
far  enough  from  it  not  to  be  disturbed  by  the  operations  of  grading 
and  earthwork ;  at  the  same  time  the  slope  stakes  should  be  set  and 
marked  with  the  cut  and  fill — also  the  cut  or  fill  should  be  marked 
on  the  centre  stakes— this  work  can  all  be  done  on  the  same  job,  and 


CENTRES  ANI)  GRADES-QUALIFICATION.  ETC.  61 


thus  the  contractors  can  make  a  start  at  once  if  they  so  wish ;  of 
course  a  record  of  all  held  work  is  required,  and  the  results  should 
all  be  put  in  the  grade  book.  For  setting  slope  stakes  the  only  sat¬ 
isfactory  method  is  with  the  Leveling  instrument,  though  for  com¬ 
paratively  smooth  ground  and  light  work,  there  are  various  devices 
for  setting  slopes  which  involve  much  less  work,  and  are  sufQciently 
accurate  for  use. 

CENTRES  AND  GRADES. 

Most  of  the  work  for  railroads  in  construction  consists  in  setting 
“  centres  ”  and  “  grades for  the  former,  in  nine  cases  out  of  ten, 
the  line  can  be  run  in  without  an  instrument,  if  the  known  points  are 
convenient ;  the  Tangent  Deflections  are  useful  for  running  curves 
with  only  the  chain  and  rods  for  lining ;  for  approximation  there  is 
a  very  convenient  method  of  computing  angles  and  distances 
(measured  as  arcs)  which  it  is  well  to  be  familiar  with  in  the  absence 
of  all  “  pocket-books.”  At  one  hundred  feet  distance  three-hun¬ 
dredths  of  one  foot  subtends  one  minute  of  arc.  Strictly  speaking  it 
is  twenty-nine  one  thousandths  instead  of  three  one  hundredths.  At 
the  same  distance  one  foot  and  three-quarters  subtends  one  degree 
of  arc,  but  one  and  eight-tenths  can  generally  be  used.  With  this 
once  fixed  firmly  in  the  mind,  mental  computations  can  be  made 
with  the  greatest  ease.  As  an  example  of  this  let  it  be  required  to 
find  Tangent  and  Chord  Deflection  for  100  feet  chord,  and  for  60  feet 
chord,  and  ordinate  at  centre  of  100  feet  chord  for  a  5°  curve  :  5X1.8 
=9.00°  for  the  Chord  Deflection,  and  4.5'  for  the  Tangent  Deflection 
100  feet  chord :  4.5X0.6=2.7'— 2.7X0.6.=1.62  Tangent  Deflection  for 
the  60  feet  chord,  and  i  of  the  Tangent  Deflection  for  100  feet  chord 
=lj'  for  the  middle  ordinate.  These  values  are  all  in  excess,  and  if 
the  deflections  are  to  be  used  for  running  the  curve  more  than  one 
station,  the  value  1|'X5=8|'  should  be  used,  and  this  is  in  error  only 
about  I  of  an  inch.  A  great  many  other  computations  may  be  thus 
performed  mentally,  and  the  work  already  done  checked  by  these 
ai)proximations,  and  the  real  blunders  found. 

QUALIFICATIONS  FOR  LEADER. 

There  are  many  ways  of  doing  most  kinds  of  field  work,  and 
many  methods  are  described  in  the  books  under  various  heads— but 
a  good  knowledge  of  geometry  and  trigonometry,  and  possibly  a 
little  familiarity  with  analytic  geometry,  combined  with  a  cool 
head,  and  an  appreciation  of  the  external  circumstances,  will  en- 


62 


ENGINEERING  FIELD  WORK. 


able  a  man,  after  a  limited  experience,  to  become  competent  to 
take  charge  of  a  party  in  the  field,  as  far  as  the  mere  theory  of  the 
operations  is  concerned — but  a  knowledge  of  human  nature  and 
sound  judgment  are  required  to  give  satisfactory  results. 

CULVERTS  AND  MASONRY. 

We  would  say  a  word  about  the  staking  out  of  culverts  and 
masonry,  and  will  begin  with  a  hint  about  box  culverts.  On  ma¬ 
sonry  of  this  class  it  is  well  to  put  in  four  stakes  on  the  lines  of 
the  face  of  each  wall,  one  at  each  end  of  each  line,  and  two 
stakes,  one  on  each  end  of  a  line  terminating  the  culvert  at  the 
proper  distance  out,  found  as  in  slope  stakes.  These  stakes 
must  all  be  placed  outside  of  the  trenches,  and  should  be  at  such  a 
distance  from  the  work  that  they  will  be  safe  during  the  construc¬ 
tion. 

BRIDGE  ABUTMENTS. 

Bridge  abutments  on  shore  can  be  given  in  the  same  way,  and  if 
in  the  water  by  parallel  lines,  or  sighting  frames  made  out  of  strips 
of  wood.  Piers  can  be  located  by  sights  on  shore,  or  as  they  are 
commonly  termed  “ranges.” 

EARTHWORK  MEASUREMENT. 

If  earthwork  is  to  be  measured  in  a  “borrow pit,”  the  best 
way  is  to  run  out  two  sets  of  lines  at  right  angles  over  the 
ground,  denoting  distances  in  one  direction  by  letters,  and 
in  the  other  direction  by  numbers,  and  taking  the  levels  all 
over  the  ground  denoting  the  stake  by  both  letter  and  number,  and 
then  every  month  as  the  work  is  done,  these  stakes  can  be  replaced 
and  the  levels  taken  again.  The  bounding  lines  of  this  system 
should  be  carefully  put  in,  and  the  stakes  may  have  permanent 
“  sights  ”  put  up  over  them ;  in  this  case  the  stakes  of  the  system 
can  be  replaced  without  a  transit.  Of  course  the  bounding  lines 
should  be  wholly  outside  the  work  and  there  can  be  little  trouble 
in  taking  care  of  the  work  in  this  way. 

RETAINING  WALLS. 

Retaining  walls  are  very  usually  set  out  by  stakes,  but  “sighting 
frames”  outside  the  wall  and  inline  with  it  are  to  be  prepared, 
if  the  height  is  not  too  great. 


TUNNELS— RESPONSIBILITY  OE  AN  ENGINEER.  63 

TUNNELS. 

Underground  work  in  tunnels  is  usually  kept  in  line  and  grade 
by  points  on  the  roof;  their  stability  and  permanence  are  much 
greater  than  if  given  on  the  bottom  of  the  tunnel.  In  rock  work 
where  stakes  can  not  be  used,  chisel  marks  are  made  to  serve  as 
points.  Such  work  requires  less  frequent  attention,  but  is  more 
important. 

RESPONSIBILITY  OF  ENGINEER. 

And  now  in  closing,  let  us  add  a  word  as  to  the  responsibility 
resting  upon  the  engineer  when  setting  out  work. 

Few  beginners  appreciate  the  necessity  for  correct  work,  and  do 
not  realize  that  a  blunder  undetected  may  cause  a  loss  to  the  con¬ 
tractor  of  a  great  deal  of  money,  and  that  if  he,  as  the  company’s 
authorized  agent,  makes  a  mistake  in  his  wmrk,  the  company  may 
become  liable  for  many  times  his  salary,  and  that  his  discharge  is 
a  very  small  amelioration  of  matters  which  he  has  mixed.  Pecuni¬ 
ary  responsibility  must  be  fully  appreciated  in  order  to  have 
accurate  work  done. 

Mistakes  in  work  are  not  only  discreditable  but  they  are  dishon¬ 
orable,  and  to  the  feelings  of  the  suffering  party  they  seem  crimi¬ 
nal.  Now  as  man  is  liable  to  error,  work  must  always  be  in  some 
way  checked,  and  a  mistake  which  is  discovered  by  the  maker  in¬ 
time  to  be  rectified  by  him  before  any  damage  is  done  is  in  no 
way  discreditable,  provided  however  that  it  does  not  happen  too 
often,  and  that  the  same  class  of  mistake  is  not  made  the  second 
time.  Nothing  gives  a  contractor  less  respect  for  the  engineer 
than  finding  his  mistakes,  even  if  they  have  caused  no  damage. 


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